AeroElectric-Archive.digest.vol-ka
January 12, 2011 - January 22, 2011
| Subject: | RCT3 crimper opoeration |
Cheers,
I am now 'self-educating' in the realm of teeny-weeny DB9 pins and
sockets. I have the subject RCT3 crimper but am flummoxed by its
construction.
It has a 'tunnel' through which the aspiring pin/socket slides until
properly situated to be crimped onto its inserted wire. Then, one squeezes
the handles until fully compressed, four shiny probes close in on the target
until the clamp is acquired and the crimp is accomplished. A very efficient
device.
However, the rear of the tunnel has a threaded ferrule into which a
spring and an insert fit, and an external cup threads, closing the tunnel
off.
Thing is, unless I dismount this latter cup and its bits to open up
the tunnel , I cannot insert the pin/socket for crimping! What am I
missing? Your advice, direction to instructions or otherwise is keenly
requested.
happy landings,
Ferg
wiring a cable extension to the magnetic sensor for the Dynon D100
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: RCT3 crimper opoeration |
At 09:31 AM 1/12/2011, you wrote:
>Cheers,
>
> I am now 'self-educating' in the realm of teeny-weeny DB9
> pins and sockets. I have the subject RCT3 crimper but am flummoxed
> by its construction.
>
> It has a 'tunnel' through which the aspiring pin/socket
> slides until properly situated to be crimped onto its inserted
> wire. Then, one squeezes the handles until fully compressed, four
> shiny probes close in on the target until the clamp is acquired and
> the crimp is accomplished. A very efficient device.
>
> However, the rear of the tunnel has a threaded ferrule into
> which a spring and an insert fit, and an external cup threads,
> closing the tunnel off.
>
> Thing is, unless I dismount this latter cup and its bits to
> open up the tunnel , I cannot insert the pin/socket for
> crimping! What am I missing? Your advice, direction to
> instructions or otherwise is keenly requested.
Strip the wire appropriate proper depth of
insertion into the pin. Hold stripped end
of wire up, drop pin onto wire.
Lower crimp tool over the pin until pin is
seated in tool and close the handles. Withdraw
wire and pin from tool.
Some folks like to drop pin into the tool. The
wire-grip barrel of the pin should be flush with
the face of the tool. Insert exposed strands and
crimp. Wire with attached pin can then be withdrawn.
It all happens from one side of the tool no matter
what brand or style of tool is being used.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Circuit protection for relay/contactor trigger |
circuits.
| From: | Andrew Zachar <andrew.d.zachar(at)gmail.com> |
On Wed, Jan 12, 2011 at 8:18 AM, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com>
>
>
> and in particular paragraph 23.1367
>
We use 23.1367 a lot in Flight Test, particularly "(c) Accessible to
appropriate flight crewmembers;" and "(d) Labeled as to operation and the
circuit controlled" in our Human Factors evaluations. 23.1367(c) is my
favorite regulation. It's how us flight testers get to completely redesign
the cockpit after someone with far more intelligence than us has put a lot
of time into layout. Just kidding. (Lately, most designers have become much
more tuned into the human factors aspects of designs. Everyone wins,
especially customers.) Sorry for the digression.
Fuses and breakers protect wires from hard faults (LOTS OF CURRENT) and
> nothing more.
>
> Now, armed with this simple-idea, run the
> traps on what kind of fault would cause the
> contactor control wires you've cited to become
> exposed to high fault currents?
>
> Faulting a supply wire
> to ground exposes it to the potential fault
> current of a battery . . . perhaps 1000 amps
> or more. Faulting a ground-to-close control
> wire to ground exposes it only to the current
> it takes to close the contactor. Hence, no
> protection is called for in these lines.
>
To summarize to verify my own understanding...
I'll protect all wires over six inches who supply enough current to make bad
things happen.
Why, then, does the starter contactor circuit in Z-10/8 show a 7A fuse? I
see that it closes two relays...
Bob . . .
>
>
--
Andrew Zachar
andrew.d.zachar(at)gmail.com
________________________________________________________________________________
| From: | Tim Andres <tim2542(at)sbcglobal.net> |
I have finished assembling my panel and everything is working fine
except the squelch on the Icom A210 is open unless set to the highest
level **or** I turn OFF my GRT displays. Either one of them ON opens the
squelch. The Garmin 430 does not have the same problem and I tested
them both with the same antenna/coax connected to one my wings. Both
radios receive fine. I have removed all connections to the radio not
essential to testing, like the swap & serial lines as well as all
connections to the audio panel, then just using the speaker output on
the radio. Also fed the radio from a separate 12V source. Nothing I
have done has made any difference in the squelch setting. With the GRT's
OFF I can set the squelch to level 4~5. With them ON it must be at 10
(highest) and even then it will occasionally open.
My wings are stored overhead so the antenna is in fairly close proximity
(8') and is horizontally polarized in it's present position. I dont
think that should matter but I plan to try a different antenna today.
It seems the radio is just overly sensitive, but that is just speculation.
Single point ground per Bob's instrument panel ground bus. There are no
shielded wires attached to it at this point except the speaker leads.
Any thoughts or comments are appreciated.
Tim Andres
________________________________________________________________________________
| Subject: | Re: RCT3 crimper opoeration |
| From: | PHILLIPS I <ivor.phillips(at)ntlworld.com> |
Hi Ferg
This link has been shown before but just in case you missed it
http://www.eaavideo.org/video.aspx?v=713328494001
It gives a good breakdown on the Machine pins installation,
Hope it helps
regards
Ivor
On 12 January 2011 16:02, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com>
>
>
> At 09:31 AM 1/12/2011, you wrote:
>
> Cheers,
>>
>> I am now 'self-educating' in the realm of teeny-weeny DB9 pins and
>> sockets. I have the subject RCT3 crimper but am flummoxed by its
>> construction.
>>
>> It has a 'tunnel' through which the aspiring pin/socket slides
>> until properly situated to be crimped onto its inserted wire. Then, one
>> squeezes the handles until fully compressed, four shiny probes close in on
>> the target until the clamp is acquired and the crimp is accomplished. A very
>> efficient device.
>>
>> However, the rear of the tunnel has a threaded ferrule into which a
>> spring and an insert fit, and an external cup threads, closing the tunnel
>> off.
>>
>> Thing is, unless I dismount this latter cup and its bits to open up
>> the tunnel , I cannot insert the pin/socket for crimping! What am I
>> missing? Your advice, direction to instructions or otherwise is keenly
>> requested.
>>
>
> Strip the wire appropriate proper depth of
> insertion into the pin. Hold stripped end
> of wire up, drop pin onto wire.
>
> Lower crimp tool over the pin until pin is
> seated in tool and close the handles. Withdraw
> wire and pin from tool.
>
> Some folks like to drop pin into the tool. The
> wire-grip barrel of the pin should be flush with
> the face of the tool. Insert exposed strands and
> crimp. Wire with attached pin can then be withdrawn.
>
> It all happens from one side of the tool no matter
> what brand or style of tool is being used.
>
>
> Bob . . .
>
>
________________________________________________________________________________
| From: | Jeff Page <jpx(at)qenesis.com> |
| Subject: | Re: Request review of Electrical Load Analysis - using |
Z13/8 architecture
> From: "Howard M. Plevyak Jr." <hplevyak(at)mac.com>
> Subject: AeroElectric-List: Request review of Electrical Load
> Analysis - GlaStar
> using Z13/8 architecture
>
> I finished an initial version of my electrical load analysis. I'd like
> to get some feedback on this from the list.
Minor amounts, but you appear to be missing the loads for the voltage
regulators, essential bus relay and SD-8 relay. What about an
avionics fan ?
Jeff Page
Dream Aircraft Tundra #10
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Open squelch |
At 12:05 PM 1/12/2011, you wrote:
I have finished assembling my panel and everything is working fine
except the squelch on the Icom A210 is open unless set to the highest
level **or** I turn OFF my GRT displays. Either one of them ON opens
the squelch. The Garmin 430 does not have the same problem and I
tested them both with the same antenna/coax connected to one my
wings. Both radios receive fine. I have removed all connections to
the radio not essential to testing, like the swap & serial lines as
well as all connections to the audio panel, then just using the
speaker output on the radio. Also fed the radio from a separate 12V
source. Nothing I have done has made any difference in the squelch
setting. With the GRT's OFF I can set the squelch to level 4~5. With
them ON it must be at 10 (highest) and even then it will occasionally open.
See what effects, if any, are noted when
you disconnect the antenna from the Icom.
It seems the radio is just overly sensitive, but that is just speculation.
You can never have a radio that is "too sensitive".
I MIGHT be poorly shielded or the GRT equipment
may be overly generous with their radiated emissions.
What, if any, are the DO160 test claims for the GRT
equipment?
Single point ground per Bob's instrument panel ground bus. There are
no shielded wires attached to it at this point except the speaker leads.
Ground busses have no participation in the kind
of symptoms you've described.
Bob . . .
________________________________________________________________________________
| From: | Tim Andres <tim2542(at)sbcglobal.net> |
| Subject: | Re: Open squelch |
On 1/12/2011 7:40 PM, Robert L. Nuckolls, III wrote:
>
>
> See what effects, if any, are noted when
> you disconnect the antenna from the Icom.
>
>
> Thanks Bob;
When the antenna is disconnected the radio goes silent. I spoke
with both Icom and GRT today. At this point I'm going to leave it as is
until
I still have a problem after the panel is installed in the
aircraft. If so GRT indicated they can install some filters on the video
display that may help.
Tim
________________________________________________________________________________
| Subject: | Re: Request review of Electrical Load Analysis - using |
Z13/8 ar
| From: | "plevyakh" <hplevyak(at)mac.com> |
Jeff,
Thanks I'll add those items. I'm going to go without the cooling fan initially
and see how the avionics fare. I might have to add later.
For those planning IFR w/ similar equipment....it looks like the LC-60 amp alternator
is a must due to the high current consumption of the pitot heat, navigation,
strobe, and landing lights.
For anyone who has not yet purchased equipment you'll want to buy LED style, and
maybe the Gretz Aero pitot heat system to keep the amps down.
I'm going to switch to the B&C LC-60 amp alternator and plan for a max continuous
electrical load of 80-85% or 48 to 51 amps.
Howard
--------
Howard Plevyak
GlaStar
North Bend, Ohio
hplevyak(at)mac.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326839#326839
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Request review of Electrical Load Analysis |
- using Z13/8 ar
At 06:48 AM 1/13/2011, you wrote:
>
>Jeff,
>Thanks I'll add those items. I'm going to go without the cooling
>fan initially and see how the avionics fare. I might have to add later.
>
>For those planning IFR w/ similar equipment....it looks like the
>LC-60 amp alternator is a must due to the high current consumption
>of the pitot heat, navigation, strobe, and landing lights.
>
>For anyone who has not yet purchased equipment you'll want to buy
>LED style, and maybe the Gretz Aero pitot heat system to keep the amps down.
>
>I'm going to switch to the B&C LC-60 amp alternator and plan for a
>max continuous electrical load of 80-85% or 48 to 51 amps.
Really that high? Do you run all those things all the time
for any flight condition? Here's an exemplar load-analysis
form I've used for many years.
http://www.aeroelectric.com/PPS/Load_Analysis/Blank_Form.pdf
It set's up a series of flight conditions that comport with
suggestions offered by FAR23.1351(a)(1)(i) that says:i)
"For normal, utility, and acrobatic category airplanes, by an electrical
load analysis or by electrical measurements that account for the electrical
loads applied to the electrical system in probable combinations and for
probable durations"
The operative words are "combinations" and "duration".
Not all things are turned on at any time. The last
detail load analysis I did on a small airplane some
years ago showed a max CONTINUOUS demand of 27 amps
for the worst case flight condition (IFR, pitot heat
ON).
This left 10A plus for battery maintenance with
only a 40A alternator.
The rule of thumb for alternator sizing is to
reserve 25% of total capacity for battery charging
so if you're planning a 60A alternator, you want
to establish operating conditions that do not
demand more than 45A continuous.
Bob . . .
>Howard
>
>--------
>Howard Plevyak
>GlaStar
>North Bend, Ohio
>hplevyak(at)mac.com
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=326839#326839
>
>
>-----
>No virus found in this message.
>Checked by AVG - www.avg.com
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Open squelch |
Thanks Bob;
When the antenna is disconnected the radio goes silent. I spoke
with both Icom and GRT today. At this point I'm going to leave it as is until
I still have a problem after the panel is installed in the
aircraft. If so GRT indicated they can install some filters on the
video display that may help.
Interesting. I didn't mention it in my earlier
post . . . but the LCD color display panels have
cropped up a number of times before as potentially
serious radiation antagonists. Sounds like GRT
might not fare well in the DO160 qualifications
tests.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Request review of Electrical Load Analysis - using |
Z13/8 a
| From: | "plevyakh" <hplevyak(at)mac.com> |
> "nuckolls.bob(at)aeroelect"]At 06:48 AM 1/13/2011, you wrote:
> Really that high? ...... The last detail load analysis I did on a small airplane
some years ago showed a max CONTINUOUS demand of 27 amps for the worst case
flight condition (IFR, pitot heat ON)....
Bob,
You have me thinking my scenario estimates are wrong. In my sheet I estimate Pitot
heat (8amps), Strobe (7amps), and Navigation / Position lights (8amps) totaling
23amps just for that alone.
I've checked with a few other builders that have similar equipment and they all
told me they had to upgrade to a 60amp alternator....and that 40amp wouldn't
do it.
I did talk with Whelen engineering yesterday and I can get my Nav/Position lights
down to 1.0 amps by switching to an LED setup. But I'm stuck with high loads
for the pitot heat and strobes.
I need some help with a paradigm shift on how I'm estimating these loads.
I'm looking at your form and for IFR cruise I would still think I'd need to assume
Pitot heat, Strobe, and Nav/Position lights as continuous loads if I were
flying in the soup on a cold wet day. I'd appreciate a reality check from the
list on this assumption.
I'll try to rework my numbers using the flight condition approach and see how I
fit using the 25% reserve factor. Thx.
Howard
--------
Howard Plevyak
GlaStar
North Bend, Ohio
hplevyak(at)mac.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=326997#326997
________________________________________________________________________________
| Subject: | model airplane servo |
| From: | "user9253" <fran4sew(at)banyanol.com> |
I want to install electric aileron trim. I could buy a Ray Allen servo and control
its speed with PWM. I was wondering if there are any other options that
might be lighter weight or smaller. Has anyone had experience with linear actuators
or model airplane R/C servos? Do the RC model servos hold their position
when power is removed? The ideal 12vdc servo would be slow moving and would
be operated by a switch without electronic controls. It should also have built-in
limit switches and a position feedback pot. Maybe the Ray Allen is the
best.
Thanks, Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327009#327009
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | model airplane servo |
>Has anyone had experience with linear actuators or model airplane R/C serv
os?
> Joe Gores
Hi Joe=2C
A couple of years ago=2C I considered doing the same thing you are referr
ing to=2C
using an RC model servo for a full sized airplane. I checked them out=2C t
here are a
LOT of them=2C and they are usually graded by how much "pull or push" they
can
generate. If my memory is correct=2C I think I can remember something lik
e "32 grams" as
the biggest version=2C or at least a 'near' biggest version.. I did some m
ore looking
around=2C but I don't remember if I ever found out what the RC Allen servo'
s rating was.=2C
....but after I weighed the option of trying experiment (yet again!!)=2C I
decided to go with the
RAC servo=2C and frankly=2C I'm glad I did!
It was made precisely for my intended use=2C so no experimentation necess
ary=2C and they
even come with little clevis forks=2C and matching pins=2C and the kind of
stuff you'd
expect to find on such a devise.
I suppose if a guy looked long enough=2C he may be able to find a servo t
hat rates
higher than 32 gms=2C but even still=2C I'd think he'd still be better off
with the RAC servo.
That's not to say it can't be done=2C but I think you may be installing som
ething that MAY
not be up to the task.
Mike Welch
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | model airplane servo |
Joe;
It does have all of those features and that is specifically its purpose, so
it would be a logical choice. Any of the other options you mention would
likely require adaptation and you would have to do the experimentation and
reliability research already done for you by Ray Allen. In my humble opinion
I would suggest you've reached the correct conclusion when you said "Maybe
the Ray Allen is the best".
Bob McC
---Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-
> server(at)matronics.com] On Behalf Of user9253
> Sent: Friday, January 14, 2011 9:57 AM
> To: aeroelectric-list(at)matronics.com
> Subject: AeroElectric-List: model airplane servo
>
>
> I want to install electric aileron trim. I could buy a Ray Allen servo
and control its
> speed with PWM. I was wondering if there are any other options that might
be lighter
> weight or smaller. Has anyone had experience with linear actuators or
model airplane
> R/C servos? Do the RC model servos hold their position when power is
removed? The
> ideal 12vdc servo would be slow moving and would be operated by a switch
without
> electronic controls. It should also have built-in limit switches and a
position feedback
> pot. Maybe the Ray Allen is the best.
> Thanks, Joe
>
> --------
> Joe Gores
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=327009#327009
>
>
>
>
>
>
>
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
>
>
________________________________________________________________________________
| From: | "Bill Schertz" <wschertz(at)comcast.net> |
| Subject: | Re: model airplane servo |
Check out http://www.periheliondesign.com/moreproducts.htm for a controller
for Futaba, etc servos. Also has trim wheels, etc.
Bill Schertz
KIS Cruiser #4045
N343BS
-----Original Message-----
From: Bob McCallum
Sent: Friday, January 14, 2011 10:19 AM
Subject: RE: AeroElectric-List: model airplane servo
Joe;
It does have all of those features and that is specifically its purpose, so
it would be a logical choice. Any of the other options you mention would
likely require adaptation and you would have to do the experimentation and
reliability research already done for you by Ray Allen. In my humble opinion
I would suggest you've reached the correct conclusion when you said "Maybe
the Ray Allen is the best".
Bob McC
---Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-
> server(at)matronics.com] On Behalf Of user9253
> Sent: Friday, January 14, 2011 9:57 AM
> To: aeroelectric-list(at)matronics.com
> Subject: AeroElectric-List: model airplane servo
>
>
> I want to install electric aileron trim. I could buy a Ray Allen servo
and control its
> speed with PWM. I was wondering if there are any other options that might
be lighter
> weight or smaller. Has anyone had experience with linear actuators or
model airplane
> R/C servos? Do the RC model servos hold their position when power is
removed? The
> ideal 12vdc servo would be slow moving and would be operated by a switch
without
> electronic controls. It should also have built-in limit switches and a
position feedback
> pot. Maybe the Ray Allen is the best.
> Thanks, Joe
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=327009#327009
>
>
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: model airplane servo |
At 09:56 AM 1/14/2011, you wrote:
>
>I want to install electric aileron trim. I could buy a Ray Allen
>servo and control its speed with PWM. I was wondering if there are
>any other options that might be lighter weight or smaller. Has
>anyone had experience with linear actuators or model airplane R/C
>servos? Do the RC model servos hold their position when power is
>removed? The ideal 12vdc servo would be slow moving and would be
>operated by a switch without electronic controls. It should also
>have built-in limit switches and a position feedback pot. Maybe the
>Ray Allen is the best.
I have a skunk-werks bin with about a dozen
RC actuators that were used in various remote
control situations over the years.
These are short throw (short rotation) devices
with output shafts designed to move control
surfaces with a bellcrank. I have some about the
size of a postage stamp that cost about $10 up
to puppies like this:
http://www.gpdealera.com/cgi-bin/wgainf100p.pgm?I=FUTM0216
for about $100.
They're spur-geared and do not LOCK position
when turned off. Linear actuators like the
RC Allen will not back-drive when powered down.
Further, they're a bit user unfriendly as stock
actuators. They run on 4.5 to 7.0 volts. The
position command signal is a variable duty
cycle pulse. Easy to control out of a microprocessor
(or r/c receiver) not to easy from the pilot's
seat.
I've used these as rudimentary motor-gearbox
assemblies. You can remove the stops, pot
and electronics. The rudimentary assembly
can then drive a lead-screw to provide a LOT
of force over long distances.
I guess the short answer to your question is
no. But they DO offer some interesting opportunities
for a variety of remote control tasks if
you've got the interest and energy to stroke 'em.
Bob . . .
________________________________________________________________________________
| From: | Richard Tasker <retasker(at)optonline.net> |
| Subject: | Re: model airplane servo |
While the RC servos do hold their position with power off, it is not
quite locked. You can move them with some force. Whether the ailerons
would apply enough force to do so is a question unanswered.
I would suggest you stick with the proven solution even though it is
somewhat pricey compared to an RC servo. You can change the speed with
PWM or if you want a true servo based on the Ray Allen design, see the
same page listed below for an add-on..
Dick Tasker
Bill Schertz wrote:
>
>
> Check out http://www.periheliondesign.com/moreproducts.htm for a
> controller for Futaba, etc servos. Also has trim wheels, etc.
>
>
> Bill Schertz
> KIS Cruiser #4045
> N343BS
>
> -----Original Message----- From: Bob McCallum
> Sent: Friday, January 14, 2011 10:19 AM
> To: aeroelectric-list(at)matronics.com
> Subject: RE: AeroElectric-List: model airplane servo
>
>
>
> Joe;
>
> It does have all of those features and that is specifically its
> purpose, so
> it would be a logical choice. Any of the other options you mention would
> likely require adaptation and you would have to do the experimentation
> and
> reliability research already done for you by Ray Allen. In my humble
> opinion
> I would suggest you've reached the correct conclusion when you said
> "Maybe
> the Ray Allen is the best".
>
> Bob McC
>
>
> ---Original Message-----
>> From: owner-aeroelectric-list-server(at)matronics.com
> [mailto:owner-aeroelectric-list-
>> server(at)matronics.com] On Behalf Of user9253
>> Sent: Friday, January 14, 2011 9:57 AM
>> To: aeroelectric-list(at)matronics.com
>> Subject: AeroElectric-List: model airplane servo
>>
>
>>
>> I want to install electric aileron trim. I could buy a Ray Allen servo
> and control its
>> speed with PWM. I was wondering if there are any other options that
>> might
> be lighter
>> weight or smaller. Has anyone had experience with linear actuators or
> model airplane
>> R/C servos? Do the RC model servos hold their position when power is
> removed? The
>> ideal 12vdc servo would be slow moving and would be operated by a switch
> without
>> electronic controls. It should also have built-in limit switches and a
> position feedback
>> pot. Maybe the Ray Allen is the best.
>> Thanks, Joe
>>
>> --------
>> Joe Gores
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=327009#327009
>>
>>
>>
>>
>>
>>
>>
>> _-
>> ====================================================
>> ======
>> _-
>> ====================================================
>> ======
>> _-
>> ====================================================
>> ======
>> _-
>> ====================================================
>> ======
>>
>>
>
>
________________________________________________________________________________
| Subject: | Re: Request review of Electrical Load Analysis - using |
Z13/8 a
| From: | "Tundra10" <jpx(at)qenesis.com> |
With glass panels, IFR and HID wig-wag headlamps (I fly with them on all the time
to increase visibility and perhaps reduce bird strikes), even with LED position
and collision lights, I still add up to 34A continuous in cruise.
Jeff Page
Dream Aircraft Tundra #10
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327025#327025
Attachments:
http://forums.matronics.com//files/load_analysis_onebus_a_591.pdf
________________________________________________________________________________
| Subject: | Re: model airplane servo |
I think these servos should be considered:
http://store.firgelli.com
I haven't used them myself, but they seem appropriate to the application.
They are located a few miles from me, so one day I should go visit and give
a PIREP.
Vern Little
-----Original Message-----
From: Robert L. Nuckolls, III
Sent: Friday, January 14, 2011 7:59 AM
Subject: Re: AeroElectric-List: model airplane servo
At 09:56 AM 1/14/2011, you wrote:
>
>I want to install electric aileron trim. I could buy a Ray Allen
>servo and control its speed with PWM. I was wondering if there are
>any other options that might be lighter weight or smaller. Has
>anyone had experience with linear actuators or model airplane R/C
>servos? Do the RC model servos hold their position when power is
>removed? The ideal 12vdc servo would be slow moving and would be
>operated by a switch without electronic controls. It should also
>have built-in limit switches and a position feedback pot. Maybe the
>Ray Allen is the best.
I have a skunk-werks bin with about a dozen
RC actuators that were used in various remote
control situations over the years.
These are short throw (short rotation) devices
with output shafts designed to move control
surfaces with a bellcrank. I have some about the
size of a postage stamp that cost about $10 up
to puppies like this:
http://www.gpdealera.com/cgi-bin/wgainf100p.pgm?I=FUTM0216
for about $100.
They're spur-geared and do not LOCK position
when turned off. Linear actuators like the
RC Allen will not back-drive when powered down.
Further, they're a bit user unfriendly as stock
actuators. They run on 4.5 to 7.0 volts. The
position command signal is a variable duty
cycle pulse. Easy to control out of a microprocessor
(or r/c receiver) not to easy from the pilot's
seat.
I've used these as rudimentary motor-gearbox
assemblies. You can remove the stops, pot
and electronics. The rudimentary assembly
can then drive a lead-screw to provide a LOT
of force over long distances.
I guess the short answer to your question is
no. But they DO offer some interesting opportunities
for a variety of remote control tasks if
you've got the interest and energy to stroke 'em.
Bob . . .
Checked by AVG - www.avg.com
19:34:00
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: model airplane servo |
At 01:03 PM 1/14/2011, you wrote:
><sprocket@vx-aviation.com>
>
>I think these servos should be considered:
>
>http://store.firgelli.com
>
>I haven't used them myself, but they seem appropriate to the
>application. They are located a few miles from me, so one day I
>should go visit and give a PIREP.
These look interesting . . . especially since
they're offered with built in servo electronics
to integrate into a variety of voltages and
control protocols (including R/C variable
pulse width). They DO report a back-driving
force value but it's probably very high
compared to working loads. It would be
interesting to know what lead-screw
configuration they are using.
Bob . . .
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: model airplane servo |
On 1/14/2011 8:56 AM, user9253 wrote:
> --> AeroElectric-List message posted by: "user9253"
>
> I want to install electric aileron trim. I could buy a Ray Allen servo and control
its speed with PWM. I was wondering if there are any other options that
might be lighter weight or smaller. Has anyone had experience with linear actuators
or model airplane R/C servos? Do the RC model servos hold their position
when power is removed? The ideal 12vdc servo would be slow moving and would
be operated by a switch without electronic controls. It should also have
built-in limit switches and a position feedback pot. Maybe the Ray Allen is the
best.
> Thanks, Joe
>
> --------
> Joe Gores
Hi Joe,
My 1st homebuilt was a (purchased) Thorp T-18 that had a homebuilt
autopilot (wing leveler) and aileron trim system using a trim tab on one
aileron. It used a standard model a/c servo, just like what you're
probably thinking about. The autopilot used an ingenious
pneumatic/thermal rate sensor as its heart. A stream of air moving
between two thermal sensors made up the rate sensor. The system had roll
trim that used a generic potentiometer to drive the servo controller.
The autopilot section wasn't functional when I bought the plane (it had
been stored for about 5 years before I bought it), but the trim feature
worked just fine for the short time I owned the plane. Failure modes
were never explored by me, because it just worked.
If you're handy with electronics and the application of tools to small
projects, I can't see why you can't add a worm drive to the servo if it
would make you feel more comfortable. Or, you could just do flutter
testing on a trim tab type system with power removed from the servo
(which you'll need to do anyway, if you add any kind of trim tab to the
aileron). It's not likely that you would have any luck mounting the trim
tab on the wing tip itself (it's been tried by others; there just isn't
enough aerodynamic authority unless the tab is almost as big as the
aileron).
BTW, a neighbor has a homebuilt that has the same autopilot design as my
Thorp, but with the addition of a homebuilt magnetic heading source that
allowed the autopilot to actually follow a magnetic heading.
Compared to the 'oldtimers', we young 50-60 year-old 'experimenters' are
just delivery guys for Ikea. :-)
Charlie
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: model airplane servo |
>ust isn't enough aerodynamic authority unless the tab is almost as
>big as the aileron).
>
>BTW, a neighbor has a homebuilt that has the same autopilot design
>as my Thorp, but with the addition of a homebuilt magnetic heading
>source that allowed the autopilot to actually follow a magnetic heading.
>
>Compared to the 'oldtimers', we young 50-60 year-old 'experimenters'
>are just delivery guys for Ikea. :-)
Charlie,
The system you've described sounds like a DIY system designed
conceived by a NASA engineer named Doug Garner. I think it was
written up in several issues of Sport Aviation circa 1980.
Doug developed a home brew rate sensor based on a small speaker
huffing on a venturi to produce a steady stream of air between
two de-bulbed lamps used as hot-wire anemometers. He also crafted
a flux gate compass for magnetic heading hold. Very clever stuff.
I met him briefly at OSH about 1986 or so. The autopilot brains
was an 8-bit micro-controller.
Today we have solid state rate sensors, silicon magnetometers
and GPS serial data to effect VERY precise course hold. Of
course, the R/C servos have become still more robust and many
feature all metal gear trains. I think I've got copies of
his articles buried somewhere. I ought to scan them and
put them up on the website as historical data.
Bob . . .
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: model airplane servo |
On 1/14/2011 4:59 PM, Robert L. Nuckolls, III wrote:
>
>
>
>> ust isn't enough aerodynamic authority unless the tab is almost as
>> big as the aileron).
>>
>> BTW, a neighbor has a homebuilt that has the same autopilot design as
>> my Thorp, but with the addition of a homebuilt magnetic heading
>> source that allowed the autopilot to actually follow a magnetic heading.
>>
>> Compared to the 'oldtimers', we young 50-60 year-old 'experimenters'
>> are just delivery guys for Ikea. :-)
>
> Charlie,
>
> The system you've described sounds like a DIY system designed
> conceived by a NASA engineer named Doug Garner. I think it was
> written up in several issues of Sport Aviation circa 1980.
> Doug developed a home brew rate sensor based on a small speaker
> huffing on a venturi to produce a steady stream of air between
> two de-bulbed lamps used as hot-wire anemometers. He also crafted
> a flux gate compass for magnetic heading hold. Very clever stuff.
> I met him briefly at OSH about 1986 or so. The autopilot brains
> was an 8-bit micro-controller.
>
> Today we have solid state rate sensors, silicon magnetometers
> and GPS serial data to effect VERY precise course hold. Of
> course, the R/C servos have become still more robust and many
> feature all metal gear trains. I think I've got copies of
> his articles buried somewhere. I ought to scan them and
> put them up on the website as historical data.
>
>
> Bob . . .
I think you're right about the source; I have read the articles. I have
the schematics & wiring diagrams somewhere; if I stumble upon them I'll
scan & forward. I even have the 'heart' of the hardware somewhere; I'll
try to send some pics of that, too. IIRC, the rate sensor was built into
a coffee can. :-) I'm certainly not advocating a return that
technology; I was just trying to point out how little real experimenting
we really do these days.
Charlie
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Request review of Electrical Load Analysis - using |
Z13/8 ar
Howard,
I'm surprised your anticipated load is going to be so high. My IFR RV-8A
only uses about 32A with everything on. I use the 60A Plane Power Alt and
it is loafing.
If you are recommending LEDs to be used for landing lights, I'd suggest
builders consider HID instead. I have both on my airplane and, as much as I
like them, the LEDs are not yet up to the task of landing light. They are
great for radiance, but do not illuminate well. The power and optics are
just not quite sufficient. I use the LEDs for taxi and recognition lights.
They wig wag much better than HIDs and light up using a square wave which
makes them visible and discernable at long distance.
The HIDs, although expensive, are excellent for landing illumination.
Regards,
Stan Sutterfield
_www.rv-8a.net_ (http://www.rv-8a.net)
Thanks I'll add those items. I'm going to go without the cooling fan
initially
and see how the avionics fare. I might have to add later.
For those planning IFR w/ similar equipment....it looks like the LC-60 amp
alternator
is a must due to the high current consumption of the pitot heat,
navigation,
strobe, and landing lights.
For anyone who has not yet purchased equipment you'll want to buy LED
style, and
maybe the Gretz Aero pitot heat system to keep the amps down.
I'm going to switch to the B&C LC-60 amp alternator and plan for a max
continuous
electrical load of 80-85% or 48 to 51 amps.
Howard
--------
Howard Plevyak
GlaStar
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Transponder antenna signal |
Bob - or other antenna gurus,
I want to streamline my transponder antenna. I have the short (3 inch)
stub antenna with the ball on the tip. To streamline it I'm going to make an
epoxy resin fiberglass covering that will look like a blade antenna.
Please confirm for me that streamlining with a fiberglass covering will not
affect signal performance.
Thanks,
Stan Sutterfield
________________________________________________________________________________
| From: | "Don" <dsvs(at)ca.rr.com> |
| Subject: | Transponder antenna signal |
Stan,
Can't answer your question but check out this site for a streamlined
antenna. www.deltapopaviation.com
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
Speedy11(at)aol.com
Sent: Friday, January 14, 2011 8:41 PM
Subject: AeroElectric-List: Transponder antenna signal
Bob - or other antenna gurus,
I want to streamline my transponder antenna. I have the short (3 inch) stub
antenna with the ball on the tip. To streamline it I'm going to make an
epoxy resin fiberglass covering that will look like a blade antenna.
Please confirm for me that streamlining with a fiberglass covering will not
affect signal performance.
Thanks,
Stan Sutterfield
________________________________________________________________________________
| From: | "The Kuffels" <kuffel(at)cyberport.net> |
| Subject: | Re: Transponder antenna signal |
Stan,
<< streamline my transponder antenna... streamlining with a fiberglass
covering will not affect signal performance. >>
As long as you don't use any paint/ingredients containing metal or
carbon there shouldn't be any observable difference.
Tom Kuffel
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Squaring shear in KC area |
A good friend of mine is trimming down his
shop. He's got a really nice squaring shear
for sale
<http://kansascity.craigslist.org/tls/2158343501.html>http://kansascity.craigslist.org/tls/2158343501.html
Obviously, this is not something you ship
by UPS. But readers within practical driving
distance might be interested.
Bob . . .
no not archive
________________________________________________________________________________
| Subject: | Re: model airplane servo |
| From: | "user9253" <fran4sew(at)banyanol.com> |
Thanks to Bob and others for the replies and suggestions.
> It's not likely that you would have any luck mounting the trim
> tab on the wing tip itself (it's been tried by others; there just isn't
> enough aerodynamic authority unless the tab is almost as big as the
> aileron).
That is exactly what I had planned to do. Thanks for the warning, Charlie. Sometimes
I get obsessed with details and neglect to stand back and look at the
feasibility of the whole project. I do not want to add a trim tab to the ailerons
because I am afraid of causing flutter. So I had intended to mount a trim
tab on the wing tip. Since it has been tried by others without success, I could
be wasting my time and money if installing wing tip trim tabs.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327107#327107
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: model airplane servo |
> > It's not likely that you would have any luck mounting the trim
> > tab on the wing tip itself (it's been tried by others; there just isn't
> > enough aerodynamic authority unless the tab is almost as big as the
> > aileron).
>
>That is exactly what I had planned to do. Thanks for the warning,
>Charlie. Sometimes I get obsessed with details and neglect to stand
>back and look at the feasibility of the whole project. I do not
>want to add a trim tab to the ailerons because I am afraid of
>causing flutter. So I had intended to mount a trim tab on the wing
>tip. Since it has been tried by others without success, I could be
>wasting my time and money if installing wing tip trim tabs.
It's an easy experiment to explore. Use some speed tape
to stick a fixed sheet metal tab on the trailing edge
of the tip. Size it to some value you think might be
tolerable from the perspective of appearance and practical
implementation. Go fly and see how much trim authority
you're having to offset in the stick.
Keep in mind that you're wanting to trim out small
operational variations in roll trim. This isn't
an autopilot design project with a goal of exerting
the same authority in roll as the pilot, you're
wanting to offset relatively small trim offsets
due to loading and fuel distribution.
The Zodiac avoids aileron flutter issues by trimming
with a separate mini-aileron.
Emacs!
Other pictures of aileron trim tabs seem to illustrate
relatively small mechanisms
Emacs!
Emacs!
Also consider an actuator driven spring cartridge rigged
to the aileron controls under the floor boards. This
technique has been used by many designers with
success. You can develop your own design goals.
Bob . . .
________________________________________________________________________________
| Subject: | Re: model airplane servo |
| From: | Jim Corner <jcorner(at)shaw.ca> |
I have been successfully using model aircraft servos for several years, first on
a Kitfox 2 and more recently on a Model 5.
Initially started with rudder only trim, graduating to full three axis trim control
using a microcontroller Motorola MC68HC08 to operate the servos.
This was expanded several years ago to include GPS route tracking. More recently
altitude hold. This autopilot design is still being developed, and refined.
For trim only the R/C servo will tracks the potentiometer position, and is constantly
powered to maintain its position.
Satisfactory R/C servo controllers for trim only can cost less than $20, servos
$40. and a power supply for 5-6 volts at 5 amps < $20.
I have found these servos to be quite durable with one servo on my Kitfox 2 (Hitec
805BB) lasting over 500 hrs flying, a similar servo on the 5 now has 150 +
hours.
I could go on forever, but will wait to see if there is further interest. Meanwhile
I suspect there will be a few questions.
Jim
On 2011-01-14, at 7:56 AM, user9253 wrote:
>
> I want to install electric aileron trim. I could buy a Ray Allen servo and control
its speed with PWM. I was wondering if there are any other options that
might be lighter weight or smaller. Has anyone had experience with linear actuators
or model airplane R/C servos? Do the RC model servos hold their position
when power is removed? The ideal 12vdc servo would be slow moving and would
be operated by a switch without electronic controls. It should also have
built-in limit switches and a position feedback pot. Maybe the Ray Allen is the
best.
> Thanks, Joe
>
> --------
> Joe Gores
>
________________________________________________________________________________
| From: | Fergus Kyle <VE3LVO(at)rac.ca> |
| Subject: | RCT3 crimper et al |
Cheers,
I wrote this week at an inability to understand how the subject
crimper worked, and probably caused some heads to nod, including Bob's, over
what must have seemed a simple problem.
It was. The way I used the crimper, it was impossible to insert a
pin/socket and wire in order to crimp same. Thanks to those who replied, I
discovered the fault:
Inside a threaded cap at the back, is a formed spring-loaded spindle. One
end of it is solid, the other is hollowed out. I found mine reversed, turned
it 'round and voila, the pin/socket slides into the hollow just far enough
to crimp it solidly to the wire.
No wonder I couldn't slide the target into place....... As Major
Hoople says, "Egad!".
Apologies to all who mused over my stupidity.
Best for 2011,
Ferg
________________________________________________________________________________
| From: | paul wilson <pwmac(at)sisna.com> |
http://www.sabermfg.com/trim.htm
Pretty sure this is the one I purchased without the indicator. Simple
stepper motor and a switch and some wire. Small flap that does not
over control the aileron at full deflection
And
http://www.aeroresourcesinc.com/store_/index.php/cPath/77
Paul
________________________________________________________________________________
| Subject: | Mounting a d-sub connector to a bulkhead as a pass-through |
| From: | "jhclarkfl" <jhclarkfl(at)me.com> |
I will be using a d-sub connector on my removable rear Infinity Stick Grip. One
of the connectors will be secured to the covering I will be fabricating to close
off the floor opening around the aft stick. My problem is that I am not
familiar with a means of securing one connector in this panel and yet still be
able to screw in the other half of the connection onto the panel mounted connector.
Any suggestions and sources for the means of accomplishing this task?
Thanks,
Jack
--------
Jack Clark
RV-8A Fuselage
http://www.mykitlog.com/jackclark/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327130#327130
________________________________________________________________________________
| From: | Joe Dubner <jdubner(at)yahoo.com> |
| Subject: | Re: model airplane servo |
Jim Corner wrote:
>
> I have been successfully using model aircraft servos for several years ...
[snip]
> I could go on forever, but will wait to see if there is further interest. Meanwhile
I suspect there will be a few questions.
Jim,
I'm happy to see someone (else) proving the naysayers wrong. This has
been a pet project of mine for almost as long as you and I've taken a
similar approach using a different controller (ATmega8). I'm even using
a $18 servo to change the position of one of my landing lights for taxi.
Question, please: where have you found for a source of bellcrank,
clevis, threaded rod and other hardware? I'd like to find some 10-32
but all the model airplane stuff I've found is pretty wimpy (4-40 or
6-32 at best). On my landing light the RC stuff is OK but I'd like an
"aviation grade" mechanical coupling for the elevator and aileron trim
on my RV.
--
Joe
Independence, OR
http://www.mail2600.com/position
http://www.mail2600.com/cgi-bin/webcam.cgi
________________________________________________________________________________
| Subject: | Re: model airplane servo |
| From: | "user9253" <fran4sew(at)banyanol.com> |
> It's an easy experiment to explore. Use some speed tape
> to stick a fixed sheet metal tab on the trailing edge
> of the tip. Size it to some value you think might be
> tolerable from the perspective of appearance and practical
> implementation. Go fly and see how much trim authority
> you're having to offset in the stick.
That is a very good idea, Bob. I should have thought of that because I did the
same thing on the rudder. The runway is covered with snow, so I will have to
wait before experimenting in the air.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327143#327143
________________________________________________________________________________
| Subject: | Re: Transponder antenna signal |
| From: | rparigor(at)suffolk.lib.ny.us |
Hi Stan
<< streamline my transponder antenna... streamlining
with a fiberglass
> covering will not affect signal performance.
>>
I am using an AAE transponder antenna in my plastic
Europa. AAE says if you are installing it on the side of a plastic
aeroplane that you must stand the antenna off with a supplied piece of
Balsa. You could contact them and ask why. I thinkI did and it was
perhaps electrostatic build up?
Ron Parigoris
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Transponder antenna signal |
I like that.
You've been watching:
http://www.youtube.com/watch?v=ftq8jTQ8ANE
(excuse me if I'm being circular here)
Bill "need something to do until it warms up" Watson
On 1/14/2011 11:41 PM, Speedy11(at)aol.com wrote:
> Bob - or other antenna gurus,
> I want to streamline my transponder antenna. I have the short (3
> inch) stub antenna with the ball on the tip. To streamline it I'm
> going to make an epoxy resin fiberglass covering that will look like a
> blade antenna.
> Please confirm for me that streamlining with a fiberglass covering
> will not affect signal performance.
> Thanks,
> Stan Sutterfield
>
________________________________________________________________________________
| From: | Jim Corner <jcorner(at)shaw.ca> |
| Subject: | Re: model airplane servo |
Joe
I'm using hardware designed for giant scale RC. The bolts are 8-32 and
the push rods are 6 gauge rods. Your speeds are higher than mine, but
remember that you require less deflection for the same result. Also we
are trimming aerodynamically balanced surfaces and the air load on the
trim tabs are a lot less than most expect. I have attached a photo of
my flaperon servo installation. It is very effective and can induce a
very high roll rate.
Jim
>
> I'm happy to see someone (else) proving the naysayers wrong. This has
been a pet project of mine for almost as long as you and I've taken a
similar approach using a different controller (ATmega8). I'm even using
a $18 servo to change the position of one of my landing lights for taxi.
>
> Question, please: where have you found for a source of bellcrank,
clevis, threaded rod and other hardware? I'd like to find some 10-32
but all the model airplane stuff I've found is pretty wimpy (4-40 or
6-32 at best). On my landing light the RC stuff is OK but I'd like an
"aviation grade" mechanical coupling for the elevator and aileron trim
on my RV.
>
> --
> Joe
> Independence, OR
________________________________________________________________________________
| From: | "Robert Taylor" <Flydad57(at)neo.rr.com> |
| Subject: | Re: model airplane servo |
I am interested in the possibilities of using an R/C servo for the pitch
trim on my TigerCub. Any and ALL details very welcomed!
Thanks for any info.
Bob Taylor
TigerCub N657RT
--------------------------------------------------
From: "Jim Corner" <jcorner(at)shaw.ca>
Sent: Saturday, January 15, 2011 1:08 PM
Subject: Re: AeroElectric-List: model airplane servo
>
> I have been successfully using model aircraft servos for several years,
> first on a Kitfox 2 and more recently on a Model 5.
>
> Initially started with rudder only trim, graduating to full three axis
> trim control using a microcontroller Motorola MC68HC08 to operate the
> servos.
>
> This was expanded several years ago to include GPS route tracking. More
> recently altitude hold. This autopilot design is still being developed,
> and refined.
>
> For trim only the R/C servo will tracks the potentiometer position, and
> is constantly powered to maintain its position.
>
> Satisfactory R/C servo controllers for trim only can cost less than $20,
> servos $40. and a power supply for 5-6 volts at 5 amps < $20.
>
> I have found these servos to be quite durable with one servo on my Kitfox
> 2 (Hitec 805BB) lasting over 500 hrs flying, a similar servo on the 5 now
> has 150 + hours.
>
> I could go on forever, but will wait to see if there is further interest.
> Meanwhile I suspect there will be a few questions.
>
> Jim
>
>
> On 2011-01-14, at 7:56 AM, user9253 wrote:
>
>>
>>
>> I want to install electric aileron trim. I could buy a Ray Allen servo
>> and control its speed with PWM. I was wondering if there are any other
>> options that might be lighter weight or smaller. Has anyone had
>> experience with linear actuators or model airplane R/C servos? Do the RC
>> model servos hold their position when power is removed? The ideal 12vdc
>> servo would be slow moving and would be operated by a switch without
>> electronic controls. It should also have built-in limit switches and a
>> position feedback pot. Maybe the Ray Allen is the best.
>> Thanks, Joe
>>
>> --------
>> Joe Gores
>>
>
>
>
________________________________________________________________________________
| Subject: | Re: model airplane servo |
| From: | Jared Yates <email(at)jaredyates.com> |
Look at the model helicopter suppliers too. Like this one:
http://www.ronlund.com/mm5/merchant.mvc?Screen=PROD&Store_Code=RHPS&Product_Code=RCHCR&Category_Code
<http://www.ronlund.com/mm5/merchant.mvc?Screen=PROD&Store_Code=RHPS&Product_Code=RCHCR&Category_Code=>It's
a hollow carbon fiber shaft with titanium threads and an aluminum ferrule.
For stiffness, weight, and strength, it might be something to consider.
On Sat, Jan 15, 2011 at 8:55 PM, Robert Taylor wrote:
> Flydad57(at)neo.rr.com>
>
> I am interested in the possibilities of using an R/C servo for the pitch
> trim on my TigerCub. Any and ALL details very welcomed!
>
> Thanks for any info.
>
> Bob Taylor
> TigerCub N657RT
>
> --------------------------------------------------
> From: "Jim Corner" <jcorner(at)shaw.ca>
> Sent: Saturday, January 15, 2011 1:08 PM
> To:
> Subject: Re: AeroElectric-List: model airplane servo
>
>>
>> I have been successfully using model aircraft servos for several years,
>> first on a Kitfox 2 and more recently on a Model 5.
>>
>> Initially started with rudder only trim, graduating to full three axis
>> trim control using a microcontroller Motorola MC68HC08 to operate the
>> servos.
>>
>> This was expanded several years ago to include GPS route tracking. More
>> recently altitude hold. This autopilot design is still being developed, and
>> refined.
>>
>> For trim only the R/C servo will tracks the potentiometer position, and
>> is constantly powered to maintain its position.
>>
>> Satisfactory R/C servo controllers for trim only can cost less than $20,
>> servos $40. and a power supply for 5-6 volts at 5 amps < $20.
>>
>> I have found these servos to be quite durable with one servo on my Kitfox
>> 2 (Hitec 805BB) lasting over 500 hrs flying, a similar servo on the 5 now
>> has 150 + hours.
>>
>>
>> I could go on forever, but will wait to see if there is further interest.
>> Meanwhile I suspect there will be a few questions.
>>
>> Jim
>>
>>
>>
>>
>>
>> On 2011-01-14, at 7:56 AM, user9253 wrote:
>>
>>> fran4sew(at)banyanol.com>
>>>
>>> I want to install electric aileron trim. I could buy a Ray Allen servo
>>> and control its speed with PWM. I was wondering if there are any other
>>> options that might be lighter weight or smaller. Has anyone had experience
>>> with linear actuators or model airplane R/C servos? Do the RC model servos
>>> hold their position when power is removed? The ideal 12vdc servo would be
>>> slow moving and would be operated by a switch without electronic controls.
>>> It should also have built-in limit switches and a position feedback pot.
>>> Maybe the Ray Allen is the best.
>>> Thanks, Joe
>>>
>>> --------
>>> Joe Gores
>>>
>>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| Subject: | Re: Transponder antenna signal |
| From: | Bill Boyd <sportav8r(at)gmail.com> |
I built just such a radome for my XPDR antenna and it worked fine, until a
bit of oil collected in it from the belly - that was a different story. I
think it attenuated the signal quite a bit, but I later found I was having
other issues with my XPDR tray coax fitting that overshadowed any oil
contamination problem inside the radome.
I must say: while it was a fun exercise in making molds and casting a
fiberglass part, it did nothing noticeable for my top speed.
Bill B
RV-6A
On Sat, Jan 15, 2011 at 7:30 PM, Bill Watson wrote:
> I like that.
>
> You've been watching:
> http://www.youtube.com/watch?v=ftq8jTQ8ANE
> (excuse me if I'm being circular here)
>
> Bill "need something to do until it warms up" Watson
>
>
> On 1/14/2011 11:41 PM, Speedy11(at)aol.com wrote:
>
> Bob - or other antenna gurus,
> I want to streamline my transponder antenna. I have the short (3 inch)
> stub antenna with the ball on the tip. To streamline it I'm going to make
> an epoxy resin fiberglass covering that will look like a blade antenna.
> Please confirm for me that streamlining with a fiberglass covering will not
> affect signal performance.
> Thanks,
> Stan Sutterfield
>
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: Transponder antenna signal |
| From: | Jared Yates <email(at)jaredyates.com> |
Stan, One of my local chapter members found a shark-fin style unit on ebay
for less than $20 shipped. He stripped the paint off and found it to be
made of what appeared to be mostly solid aluminum, so he repainted it and
installed it. You might be able to find something similar, unless you are
wanting to enjoy the sport of building up some foam or balsa and coating it
with light fiberglass cloth and such.
On Sat, Jan 15, 2011 at 10:05 PM, Bill Boyd wrote:
> I built just such a radome for my XPDR antenna and it worked fine, until a
> bit of oil collected in it from the belly - that was a different story. I
> think it attenuated the signal quite a bit, but I later found I was having
> other issues with my XPDR tray coax fitting that overshadowed any oil
> contamination problem inside the radome.
>
> I must say: while it was a fun exercise in making molds and casting a
> fiberglass part, it did nothing noticeable for my top speed.
>
> Bill B
> RV-6A
>
> On Sat, Jan 15, 2011 at 7:30 PM, Bill Watson wrote:
>
>> I like that.
>>
>> You've been watching:
>> http://www.youtube.com/watch?v=ftq8jTQ8ANE
>> (excuse me if I'm being circular here)
>>
>> Bill "need something to do until it warms up" Watson
>>
>>
>> On 1/14/2011 11:41 PM, Speedy11(at)aol.com wrote:
>>
>> Bob - or other antenna gurus,
>> I want to streamline my transponder antenna. I have the short (3 inch)
>> stub antenna with the ball on the tip. To streamline it I'm going to make
>> an epoxy resin fiberglass covering that will look like a blade antenna.
>> Please confirm for me that streamlining with a fiberglass covering will
>> not affect signal performance.
>> Thanks,
>> Stan Sutterfield
>>
>>
>> *
>>
>> ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
> *
>
> *
>
>
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Re: Transponder antenna signal |
Good Evening Bill B.
I always install the little blade antennas because I have broken so many of
the little "wire with a ball" style either when washing the belly or just
rolling around under the airplane on a creeper.
Happy Skies,
Old Bob
LL22
Stearman N3977A
In a message dated 1/15/2011 9:10:23 P.M. Central Standard Time,
sportav8r(at)gmail.com writes:
I built just such a radome for my XPDR antenna and it worked fine, until a
bit of oil collected in it from the belly - that was a different story. I
think it attenuated the signal quite a bit, but I later found I was having
other issues with my XPDR tray coax fitting that overshadowed any oil
contamination problem inside the radome.
I must say: while it was a fun exercise in making molds and casting a
fiberglass part, it did nothing noticeable for my top speed.
Bill B
RV-6A
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Mounting a d-sub connector to a bulkhead as a |
pass-through
At 01:52 PM 1/15/2011, you wrote:
>
>I will be using a d-sub connector on my removable rear Infinity
>Stick Grip. One of the connectors will be secured to the covering I
>will be fabricating to close off the floor opening around the aft
>stick. My problem is that I am not familiar with a means of
>securing one connector in this panel and yet still be able to screw
>in the other half of the connection onto the panel mounted
>connector. Any suggestions and sources for the means of
>accomplishing this task?
Take a look at the back of your computer. The stationary
connector is fitted with jackscrew sockets
Emacs!
while the connector on the pendant cable is fitted
with jack screws of some variety. We had some discussion
here on the List a few months back about the convenience
of 4-40 capscrews with recessed hex sockets. But this
catalog page shows several of many alternatives.
http://www.keyelco.com/pdfs/M55p74.pdf
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: model airplane servo |
>On Sat, Jan 15, 2011 at 8:55 PM, Robert Taylor
><Flydad57(at)neo.rr.com> wrote:
><Flydad57(at)neo.rr.com>
>
>I am interested in the possibilities of using an R/C servo for the
>pitch trim on my TigerCub. Any and ALL details very welcomed!
I know that there are many success stories that
cite the use of R/C servos for moving things on
airplanes. Just be aware that there ARE failure
modes in these little guys that can cause a fast
and total "hard over" motion to the mechanical
limits of the system.
I would not be able to get these products blessed
for use on TC aircraft without some very convincing
analysis and safeguards against such behaviors.
Having your trim system drive to a limit in
a few hundred milliseconds can really put some
excitement into an otherwise boring day.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert Taylor" <Flydad57(at)neo.rr.com> |
| Subject: | Re: model airplane servo |
Thanks, Bob. That's some of the input that I am looking for. I would
also like to hear about some successful installations and how they are
controlled.
Bob Taylor
TigerCub N657RT
From: Robert L. Nuckolls, III
Sent: Sunday, January 16, 2011 12:11 AM
Subject: Re: AeroElectric-List: model airplane servo
On Sat, Jan 15, 2011 at 8:55 PM, Robert Taylor
wrote:
I am interested in the possibilities of using an R/C servo for the
pitch trim on my TigerCub. Any and ALL details very welcomed!
I know that there are many success stories that
cite the use of R/C servos for moving things on
airplanes. Just be aware that there ARE failure
modes in these little guys that can cause a fast
and total "hard over" motion to the mechanical
limits of the system.
I would not be able to get these products blessed
for use on TC aircraft without some very convincing
analysis and safeguards against such behaviors.
Having your trim system drive to a limit in
a few hundred milliseconds can really put some
excitement into an otherwise boring day.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
=
< Go ahead, make my day . . . >
< show me where I'm wrong. >
=======
________________________________________________________________________________
| From: | "Keith Burris" <klburris(at)frontiernet.net> |
| Subject: | Re: Mounting a d-sub connector to a bulkhead as a pass-through |
Jack;
I saw a system kinda sorta like you describe, What this person did was to
cut the stick very close to the bottom of the stick just above the mount
removing the stick made it much easier to get in the back seat on a tandem.
The stick control cables hung below the stick when the stick had been
removed. At this point the pilot simply disconnects the two stick parts. For
reconnecting, the pilot would pull the excess cable with the connector on it
out of the stick top and bottom parts. The cables were then connected via
the method normally used to reconnect circular connectors and set the upper
stick part on top of the bottom stick part, which was all held together by a
quick connect clip passing between the upper and lower part of the stick,
For those of you still following this, the answer to the question you are
ready to ask is the pilot welded a short collar on the bottom part of the
stick part with a hole through the collar and correspondingly to the
bottom end of the upper part of the stick. With the quick disconnect
connector and the quick release pin (from Summit Racing), she was able to
reconnect the rear stick with ailerons, flaps, radio, trim, and radio freq
select. Worked great. The two cable connectors, when connected with their
corresponding wires, were all tucked away inside the stick completely out of
the way. HTH and is a little more clear than mud.
-- Keith
________________________________________________________________________________
| From: | "David & Elaine Lamphere" <dalamphere(at)comcast.net> |
| Subject: | Re: model airplane servo |
What about using what I remember as retractable landing gear servos?
They were slow and powerful and perhaps could be controlled by a 3-pos
toggle switch. Please understand, I got out of RC 14yrs ago, so the
current technology may be quite different. I think these servos were not
proportional, just on/off, supply power polarity reversing.
Just momentarily move the toggle several times until you have the
desired trim effect.
A caveat: I don't have one, nor any plans to use one so I have no stock
in this, just contributing to the discussion.
Dave
________________________________________________________________________________
| From: | Jesse Jenks <jessejenks(at)hotmail.com> |
| Subject: | shielded 5 wire for trim servo |
I'm wiring my elevator trim servo and wondering what to do with the shield
on the 5 wire cable that came with my kit. The Ray Allen instructions say n
othing about it. Should I ground it at one or both ends=2C or just ignore i
t?
Thanks.
Jesse
________________________________________________________________________________
| From: | Jim Corner <jcorner(at)shaw.ca> |
| Subject: | Re: model airplane servo |
I agree with Bob's comments on this. I get around this problem by early
testing to make sure that the "hard over failure" is easily controlled
by manual override.
Since we are controlling a almost balanced airplane it does not take
much servo deflection to correct minor trim or to control heading and
altitude.
With this approach the "failure event" is similar but no more dramatic
than hitting that invisible air pocket.
Pitch trim for landing for example is a separate system.
I have encountered that sustained "hard over" electrical failure of a
servo but have found that when the power was switched off the servo will
re-center itself
reducing the in-flight control loads, something that does not happen
with other trim methods.
Jim
On 2011-01-15, at 10:41 PM, Robert Taylor wrote:
> Thanks, Bob. That's some of the input that I am looking for. I would
also like to hear about some successful installations and how they are
controlled.
>
> Bob Taylor
> TigerCub N657RT
>
>
>> On Sat, Jan 15, 2011 at 8:55 PM, Robert Taylor
wrote:
>>
>> I am interested in the possibilities of using an R/C servo for the
pitch trim on my TigerCub. Any and ALL details very welcomed!
>
> I know that there are many success stories that
> cite the use of R/C servos for moving things on
> airplanes. Just be aware that there ARE failure
> modes in these little guys that can cause a fast
> and total "hard over" motion to the mechanical
> limits of the system.
>
> I would not be able to get these products blessed
> for use on TC aircraft without some very convincing
> analysis and safeguards against such behaviors.
>
> Having your trim system drive to a limit in
> a few hundred milliseconds can really put some
> excitement into an otherwise boring day.
>
>
> Bob . . .
> ////
> (o o)
> ===========o00o=(_)=o00o=======
==
> < Go ahead, make my day . . . >
> < show me where I'm wrong. >
> =======
>
>
>
>
>
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.m
atronics.com/Navigator?AeroElectric-List
> href="http://forums.matronics.com">http://forums.matronics.com
>
href="http://www.matronics.com/contribution">http://www.matronics.com/c
>
>
>
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Transponder antenna signal |
Great responses from everyone. I appreciate each one. Like Old Bob, I've
broken off stub antenna. I'd considered switching to a blade antenna, but
didn't want to fit a new antenna. I will reconsider that option, but I'd
like to investigate doing my own "antenna fairing."
I've been gradually making streamlining changes to my RV-8A and I now claim
the status of "world's fastest RV-8A." Maybe a streamlined transponder
antenna will help a tiny bit more. My new target is 200 KIAS in level
flight at 1000" MSL. I'm already within reach of that goal.
Thanks again for your responses.
Stan Sutterfield
I like that.
You've been watching:
http://www.youtube.com/watch?v=ftq8jTQ8ANE
(excuse me if I'm being circular here)
Bill "need something to do until it warms up" Watson
On 1/14/2011 11:41 PM, Speedy11(at)aol.com wrote:
> Bob - or other antenna gurus,
> I want to streamline my transponder antenna. I have the short (3
> inch) stub antenna with the ball on the tip. To streamline it I'm
> going to make an epoxy resin fiberglass covering that will look like a
> blade antenna.
> Please confirm for me that streamlining with a fiberglass covering
> will not affect signal performance.
> Thanks,
> Stan Sutterfield
________________________________________________________________________________
| From: | "JOHN TIPTON" <jmtipton(at)btopenworld.com> |
| Subject: | Re: Transponder antenna signal |
200 KIAS at 1000 " (inches) - WOW
John
----- Original Message -----
From: Speedy11(at)aol.com
To: aeroelectric-list(at)matronics.com
Sent: Sunday, January 16, 2011 9:57 PM
Subject: AeroElectric-List: Re: Transponder antenna signal
Great responses from everyone. I appreciate each one. Like Old Bob,
I've broken off stub antenna. I'd considered switching to a blade
antenna, but didn't want to fit a new antenna. I will reconsider that
option, but I'd like to investigate doing my own "antenna fairing."
I've been gradually making streamlining changes to my RV-8A and I now
claim the status of "world's fastest RV-8A." Maybe a streamlined
transponder antenna will help a tiny bit more. My new target is 200
KIAS in level flight at 1000" MSL. I'm already within reach of that
goal.
Thanks again for your responses.
Stan Sutterfield
I like that.
You've been watching:
http://www.youtube.com/watch?v=ftq8jTQ8ANE
(excuse me if I'm being circular here)
Bill "need something to do until it warms up" Watson
On 1/14/2011 11:41 PM, Speedy11(at)aol.com wrote:
> Bob - or other antenna gurus,
> I want to streamline my transponder antenna. I have the short (3
> inch) stub antenna with the ball on the tip. To streamline it I'm
> going to make an epoxy resin fiberglass covering that will look like
a
> blade antenna.
> Please confirm for me that streamlining with a fiberglass covering
> will not affect signal performance.
> Thanks,
> Stan Sutterfield
________________________________________________________________________________
| From: | "Noel Loveys" <noelloveys(at)yahoo.ca> |
| Subject: | Re: Transponder antenna signal |
I figure that a transponder antenna will have about the same effect on an
aircraft that flies less then 150kt/hr as a good wax job. As the speed goes
up the fairing of everything becomes more noticeable. Pardon me for stating
the obvious.
As for the look of a faired antenna it is, to me, much nicer to look at. If
you consider fairing the antenna yourself then I guess you should also
consider the cost of the resins, fillers and paint or finish. Then factor
in all the time to cast a reasonable fairing and the extra ounces that it
will add to your plane. If your plane is less than 200kt I wouldn't
bother... If it's better than 200 kt I'd be on the lookout for a faired
antenna.. Put the bug in to all local avionics shops you'll be surprised
what you can come up with.
Noel
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of JOHN
TIPTON
Sent: January 16, 2011 7:55 PM
Subject: Re: AeroElectric-List: Re: Transponder antenna signal
200 KIAS at 1000 " (inches) - WOW
John
----- Original Message -----
From: Speedy11(at)aol.com
Sent: Sunday, January 16, 2011 9:57 PM
Subject: AeroElectric-List: Re: Transponder antenna signal
Great responses from everyone. I appreciate each one. Like Old Bob, I've
broken off stub antenna. I'd considered switching to a blade antenna, but
didn't want to fit a new antenna. I will reconsider that option, but I'd
like to investigate doing my own "antenna fairing."
I've been gradually making streamlining changes to my RV-8A and I now claim
the status of "world's fastest RV-8A." Maybe a streamlined transponder
antenna will help a tiny bit more. My new target is 200 KIAS in level
flight at 1000" MSL. I'm already within reach of that goal.
Thanks again for your responses.
Stan Sutterfield
I like that.
You've been watching:
http://www.youtube.com/watch?v=ftq8jTQ8ANE
(excuse me if I'm being circular here)
Bill "need something to do until it warms up" Watson
On 1/14/2011 11:41 PM, Speedy11(at)aol.com wrote:
> Bob - or other antenna gurus,
> I want to streamline my transponder antenna. I have the short (3
> inch) stub antenna with the ball on the tip. To streamline it I'm
> going to make an epoxy resin fiberglass covering that will look like a
> blade antenna.
> Please confirm for me that streamlining with a fiberglass covering
> will not affect signal performance.
> Thanks,
> Stan Sutterfield
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matro
nics.com/Navigator?AeroElectric-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: shielded 5 wire for trim servo |
At 11:28 AM 1/16/2011, you wrote:
>I'm wiring my elevator trim servo and wondering what to do with the
>shield on the 5 wire cable that came with my kit. The Ray Allen
>instructions say nothing about it. Should I ground it at one or both
>ends, or just ignore it?
>Thanks.
>Jesse
Your choice. There is no value for having these
wires shielded so what you do with the shield
is optional and of no electrical significance.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: model airplane servo |
At 12:48 PM 1/16/2011, you wrote:
>I agree with Bob's comments on this. I get around this problem by
>early testing to make sure that the "hard over failure" is easily
>controlled by manual override.
Good for you.
Nothing can replace the value of doing failure modes
effects analysis and/or demonstrations on a motor driven
flight control surface. See:
http://www.aeroelectric.com/articles/Trim_System_Failures.pdf
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
=================================
________________________________________________________________________________
| Subject: | Re: Mounting a d-sub connector to a bulkhead as a pass-through |
| From: | "jhclarkfl" <jhclarkfl(at)me.com> |
That is exactly what I was looking for to make the connection. Thank you for your
help and to all other responders!
--------
Jack Clark
RV-8A Fuselage
http://www.mykitlog.com/jackclark/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327290#327290
________________________________________________________________________________
| Subject: | Re: Transponder antenna signal |
| From: | Marty <rv6awingman(at)gmail.com> |
Stan,
Interesting post "world's fastest RV-8A", indeed. How about sharing some of
the tricks you used to achieve this goal. You maybe onto something here,
starting a new trend in "experimenting".
Marty RV-6A N826ME
From: Speedy11(at)aol.com
Subject: AeroElectric-List: Re: Transponder antenna signal
Great responses from everyone. I appreciate each one. Like Old Bob, I've
broken off stub antenna. I'd considered switching to a blade antenna, but
didn't want to fit a new antenna. I will reconsider that option, but I'd
like to investigate doing my own "antenna fairing."
I've been gradually making streamlining changes to my RV-8A and I now claim
the status of "world's fastest RV-8A." Maybe a streamlined transponder
antenna will help a tiny bit more. My new target is 200 KIAS in level
flight at 1000" MSL. I'm already within reach of that goal.
Thanks again for your responses.
Stan Sutterfield
________________________________________________________________________________
| Subject: | Re: shielded 5 wire for trim servo |
| From: | Etienne Phillips <etienne.phillips(at)gmail.com> |
Hi Bob
Thinking aloud here...
Wouldn't the noisy current of a brushed DC motor emit a heap of RF over long
wire runs (especially if the trim servo is locally grounded)?
Would that not be the reason for the shielding on the cable - not to stop
the servo from being interfered with, but to reduce the emitted noise?
Thanks
Etienne
On 17 January 2011 16:40, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com>
>
>
> At 11:28 AM 1/16/2011, you wrote:
>
>> I'm wiring my elevator trim servo and wondering what to do with the shield
>> on the 5 wire cable that came with my kit. The Ray Allen instructions say
>> nothing about it. Should I ground it at one or both ends, or just ignore it?
>> Thanks.
>> Jesse
>>
>
> Your choice. There is no value for having these
> wires shielded so what you do with the shield
> is optional and of no electrical significance.
>
> Bob . . .
>
>
________________________________________________________________________________
| From: | "Robert Taylor" <Flydad57(at)neo.rr.com> |
| Subject: | Re: model airplane servo |
I'd add that, in my application, I have already done the hard over failure
analysis. My TigerCub is safely controllable with the trim tab at either
limit.
Bob Taylor
TigerCub N657RT
--------------------------------------------------
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Sent: Monday, January 17, 2011 9:41 AM
Subject: Re: AeroElectric-List: model airplane servo
>
>
> At 12:48 PM 1/16/2011, you wrote:
>>I agree with Bob's comments on this. I get around this problem by early
>>testing to make sure that the "hard over failure" is easily controlled by
>>manual override.
>
> Good for you.
>
> Nothing can replace the value of doing failure modes
> effects analysis and/or demonstrations on a motor driven
> flight control surface. See:
>
> http://www.aeroelectric.com/articles/Trim_System_Failures.pdf
>
>
> Bob . . .
> ////
> (o o)
> ===========o00o=(_)=o00o========
> < Go ahead, make my day . . . >
> < show me where I'm wrong. >
> ================================
>
>
>
________________________________________________________________________________
| From: | Jesse Jenks <jessejenks(at)hotmail.com> |
| Subject: | shielded 5 wire for trim servo |
Thanks Bob=2C
In digging around on the Vans forum I saw mention that the Ray Allen trim i
ndicator could go bonkers while transmitting on a radio if the wire wasn't
shielded. I'm going to attempt to use the trim indicator on my Dynon screen
so hopefully it won't be a problem=2C but I soldered a 22 gauge wire onto
the shield at the servo end so I can run it into the fuselage just in case.
> Date: Mon=2C 17 Jan 2011 08:40:15 -0600
> To: aeroelectric-list(at)matronics.com
> From: nuckolls.bob(at)aeroelectric.com
> Subject: Re: AeroElectric-List: shielded 5 wire for trim servo
>
kolls.bob(at)aeroelectric.com>
>
> At 11:28 AM 1/16/2011=2C you wrote:
> >I'm wiring my elevator trim servo and wondering what to do with the
> >shield on the 5 wire cable that came with my kit. The Ray Allen
> >instructions say nothing about it. Should I ground it at one or both
> >ends=2C or just ignore it?
> >Thanks.
> >Jesse
>
> Your choice. There is no value for having these
> wires shielded so what you do with the shield
> is optional and of no electrical significance.
>
> Bob . . .
>
>
===========
===========
===========
===========
>
>
>
________________________________________________________________________________
| Subject: | Re: model airplane servo |
| From: | "Eric M. Jones" <emjones(at)charter.net> |
It is amazing how many neat devices the "Nonman-carrying" quadrant of the flight
universe comes up with.
For those looking for more powerful servos and other neat devices, Google:
Robot Zone or Servo City.
Here's a great example: "the Magic Box" http://www.circuitcellar.com/psoc2002/winners/297.pdf It's hard not to want one of these. Complete info is back up a level.
I sell two distinctly different servo controllers: the EGPNMSC that drives Futaba
and other servos, and the TSCMR, that turns the MAC/RAC "sort-of-servo" into
a real servo. (Some glitch on my website is being worked on... so you might
not be able to see them now).
The Ray Allen trim box is really a nice piece of hardware. For those who want to
improve it a tiny bit, read the attached.
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones(at)charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=327300#327300
Attachments:
http://forums.matronics.com//files/tscmr_installation_manual_152.pdf
http://forums.matronics.com//files/egpnmsc_209.pdf
http://forums.matronics.com//files/rac_trim_and_trim_indicator_schematics_756.pdf
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | shielded 5 wire for trim servo |
At 09:53 AM 1/17/2011, you wrote:
>Thanks Bob,
>In digging around on the Vans forum I saw mention that the Ray Allen
>trim indicator could go bonkers while transmitting on a radio if the
>wire wasn't shielded. I'm going to attempt to use the trim indicator
>on my Dynon screen so hopefully it won't be a problem, but I
>soldered a 22 gauge wire onto the shield at the servo end so I can
>run it into the fuselage just in case.
If that's the case, then the problem is in the indicator,
not the wiring. DO-160 qualification protocols for accessories
in TC aircraft do not generally allow a latent design
deficiency to be masked by user installed shielding,
filters, relocation, etc.
If you're wiring the actuator's potentiometer leads
to the inputs of some indicator OTHER than a Ray-Allen
product, then you've got a whole new ball game.
If you DO need the shielding, it should be connected
to ground as close as practical to the victim. I.e.
the indicator. Take the pigtail to a ground pin in
the connector.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: shielded 5 wire for trim servo |
At 09:42 AM 1/17/2011, you wrote:
>Hi Bob
>
>Thinking aloud here...
>
>Wouldn't the noisy current of a brushed DC motor emit a heap of RF
>over long wire runs (especially if the trim servo is locally grounded)?
Given that the actuator is a PM motor device with both
lead wires floating (to achieve CW/CCW operations) then
there's no 'local grounding' opportunities to be considered.
So all 5 wires from the actuator should be brought forward
with the motor pair splitting out to the trim command controls
and 3 position-pot wires going to the selected indicator.
Brushed DC motors DO emit noise. But it's a matter of
degree combined with the manner in which the noise
gets out of the system (radiated, conducted or both).
In this case, that tiny little motor (draws about 100 mA
as I recall) is a mouse roaring in a cacophony of
other noises. Further, the noise will come out conducted
on the twisted pair . . . these cannot radiate nor can
they become victims of radiation with respect to the
motor noise.
>Would that not be the reason for the shielding on the cable - not to
>stop the servo from being interfered with, but to reduce the emitted noise?
The actuator itself contains a motor and a pot. These
are not potential victims. The motor does generate
a modicum of insignificant noise. The pot generates
no noise.
If the Ray-Allen indicators have proven susceptible
to RF, it will be shown to have root cause in a common
mode conduction of RF into the indicator circuitry.
This MIGHT be improved upon by shielding, the common
wisdom seems to indicate this is the case. But it's
like carrying a fire extinguisher to offset the potential
effects of known fuel leaks. Better to fix the 'leak'
inside the indicator.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | Fergus Kyle <VE3LVO(at)rac.ca> |
| Subject: | shielding through DB9s |
I am keen to provide a shield through one end of a 4-wire cable to the other
(it's grounded only at one end and that will be preserved). The cable must
be cut to accommodate feed-through needs, so am using DB9s.*
Thing is, if I use metal-sprayed bodies, can I feed the wires
through the shield (as for a single wire) and then solder the shield to a
wire which is wound 'round one of the assembly bolts (#4x40)? This I hoped
would continue the shield through both DB9 bodies (bolt-body-body-bolt) and
onto the next section of shielded cable.
What say you?
Fair winds,
Ferg
Europa Classic mono 914
*The cable joins the Dynon D-100 EFIS to its attitude sensor
eight feet away and might be sensitive to nearby RF
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
| Subject: | shielding through DB9s |
Ferg=3B
Simply carry the ground through one of the pins in the DB9. Don't worry abo
ut the cover. The unshielded portion within the cover is so tiny as to be i
nsignificant.
Bob McC
From: VE3LVO(at)rac.ca
Subject: AeroElectric-List: shielding through DB9s
Date: Mon=2C 17 Jan 2011 14:56:36 -0500
I am keen to provide a shield through one end of a 4-wire cable to the othe
r (it=92s grounded only at one end and that will be preserved). The cable m
ust be cut to accommodate feed-through needs=2C so am using DB9s.*
Thing is=2C if I use metal-sprayed bodies=2C can I feed the wires t
hrough the shield (as for a single wire) and then solder the shield to a wi
re which is wound =91round one of the assembly bolts (#4x40)? This I hoped
would continue the shield through both DB9 bodies (bolt-body-body-bolt) and
onto the next section of shielded cable.
What say you?
Fair winds=2C
Ferg
Europa Classic mono 914
*The cable joins the Dynon D-100 EFIS to its attitude sensor eight feet awa
y and might be sensitive to nearby RF
________________________________________________________________________________
| From: | Peter Pengilly <peter(at)sportingaero.com> |
| Subject: | Re: shielding through DB9s |
And use a solder sleeve to attach a pig-tail to the shield, and then the
pig tail to the pin. Steinair SS-3, under heatshrink.
Peter
On 17/01/2011 21:20, Bob McCallum wrote:
> Ferg;
>
> Simply carry the ground through one of the pins in the DB9. Don't
> worry about the cover. The unshielded portion within the cover is so
> tiny as to be insignificant.
>
> Bob McC
>
> ------------------------------------------------------------------------
> From: VE3LVO(at)rac.ca
> To: aeroelectric-list(at)matronics.com
> Subject: AeroElectric-List: shielding through DB9s
> Date: Mon, 17 Jan 2011 14:56:36 -0500
>
> I am keen to providea shield through one end of a 4-wire cableto the
> other (its grounded only at one end and that will be preserved). The
> cable must be cut toaccommodatefeed-through needs, so am using DB9s.*
>
> Thing is, if I use metal-sprayed bodies, can Ifeed the wires through
> the shield (as for a single wire) and then solder the shield to a
> wirewhich is woundround one of the assembly bolts (#4x40)? This I
> hoped would continue the shield through both DB9
> bodies(bolt-body-body-bolt)and onto the next section of shielded cable.
>
> What say you?
>
> Fair winds,
>
> Ferg
>
> Europa Classicmono 914
>
> *The cable joins the Dynon D-100 EFIS to its attitude
> sensor eight feet away and might be sensitive to nearby RF
>
> *
>
> -List" target=_blank>http://www.matronics.com/Navigator?AeroElectric-List
> ttp://forums.matronics.com
> =_blank>http://www.matronics.com/contribution
>
> *
> *
>
>
> *
________________________________________________________________________________
| From: | CardinalNSB(at)aol.com |
| Subject: | Sandia txp/encoder combo any good? |
Does anyone have any thoughts on the new Sandia Aerospace transponder with
built in encoder?
I like the small size and integrated encoder, and the unit is attractively
priced (for a new unit).
Is there any general problems associated with encoders that make it
advisable to keep the encoder separate, so it can be replaced without replacing
the transponder?
Thanks for your thoughts. Skip Simpson
________________________________________________________________________________
| From: | Peter Pengilly <peter(at)sportingaero.com> |
| Subject: | Re: Sandia txp/encoder combo any good? |
Well, its only mode A/C, and a Trig TT-21 is $1870 from Spruce (less
elsewhere?) and provides Mode S. Apart from that looks good from the web
page. Will be interesting to see how it performs in the field.
http://www.sandia.aero/?q=node/66
Peter
On 17/01/2011 21:56, CardinalNSB(at)aol.com wrote:
> Does anyone have any thoughts on the new Sandia Aerospace transponder
> with built in encoder?
> I like the small size and integrated encoder, and the unit is
> attractively priced (for a new unit).
> Is there any general problems associated with encoders that make it
> advisable to keep the encoder separate, so it can be replaced without
> replacing the transponder?
> Thanks for your thoughts. Skip Simpson
> *
>
>
> *
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | shielding through DB9s |
At 03:20 PM 1/17/2011, you wrote:
>Ferg;
>
>Simply carry the ground through one of the pins in the DB9. Don't
>worry about the cover. The unshielded portion within the cover is so
>tiny as to be insignificant.
>
Right on. I might add that there's no great transgression
for 'exposing' what might seem to be significant lengths
of the 'protected' wiring.
Shielding breaks electro-static coupling of noise that is
potentially significant if the victim wire shares a wire
bundle with a anatagnonist wire for considerable distance.
In a Beechjet were a pressure transducer wire might be
40' long and share a wire bundle with lots of butt-@#$@
noises, then the shielding has a high probability of
standing off a noise problem.
In our itty-bitty airplanes, wire runs are so short
that the probability of introducing noise issues for
lack of shielding is very low. I'll bet that 99.9% of
all shielded wires in small aircraft could be replaced
with unshielded, twisted pairs with no observable
adverse effects.
So make your shield transition at the connector look
nice even if it exposes what appears to be a lot of
wire.
See:
http://www.aeroelectric.com/articles/pigtail/pigtail.html
Solder sleeves are cool . . . and I do use them on
occasion but 'shade tree' shield terminations are
just as functional.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Re: Sandia txp/encoder combo any good? |
Good Afternoon Skip,
The only comment I would make has to do with Sandia, the company.
Everything I have bought from them has been well built and has worked
flawlessly. I think the new product will likely be great.
Happy Skies,
Old Bob
In a message dated 1/17/2011 4:00:50 P.M. Central Standard Time,
CardinalNSB(at)aol.com writes:
Does anyone have any thoughts on the new Sandia Aerospace transponder with
built in encoder?
I like the small size and integrated encoder, and the unit is attractively
priced (for a new unit).
Is there any general problems associated with encoders that make it
advisable to keep the encoder separate, so it can be replaced without replacing
the transponder?
Thanks for your thoughts. Skip Simpson
(http://www.matronics.com/Navigator?AeroElectric-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
| From: | Fergus Kyle <VE3LVO(at)rac.ca> |
| Subject: | re: Shielding through DB9s |
Wow! What swift returns!
Many thanks for the suggestions on the above topic.
To Bob N: Sorry I missed the discussion on "articles/pigtail" and it of
course answered my question superbly. It also saves me a lot of fiddly-fooly
wirework. I am appreciative once more for the good offices on Matt Dralle's
net and Bob's Connections. Thanks too to Bob Mcc. way down the QEW, 50 cliks
from here.....!
Cheers
Ferg
________________________________________________________________________________
| Subject: | Odyssey PC680 Battery load tests |
| From: | Mickey Coggins <mick-matronics(at)rv8.ch> |
Hi,
I used the West Mountain Radio CBA to test some batteries that I had hoped
to use in my aircraft. Unfortunately the PC680 batteries have been laying
around for about 6 years, and had became quite discharged. I have used the
Battery Tender to charge them a few times, and have re-run the load test.
The results of two tests (with a recharge in between) are below, along with
a test of a Panasonic LC-XD1217P (12v, 17 Ah) of a similar form factor, and
with identical treatment.
https://docs.google.com/viewer?a=v&pid=explorer&chrome=true&srcid=0B5D8Jl0C8SZbNDQ0N2FiNzItYjA0Yy00MmQ5LTk0NjUtOWVkZTMwNzlmMTU3&hl=en
https://docs.google.com/viewer?a=v&pid=explorer&chrome=true&srcid=0B5D8Jl0C8SZbYmUyMzdhN2ItYjBkOS00MWJkLThlNWUtODUzNjRmMWVmOWE1&hl=en
My question is do you think that I can get the Odyssey batteries back to a
decent state? Below are the test results in text for those that don't want
to download the above PDFs with the pretty graphs.
Panasonic2:
Description: 6 Lead Acid cells, 17.0 Ah @ 7.50A
Started At: 16-Jan-11 2:56 PM
Discharge Rate: 7.50 A
Starting Voltage: 12.91 V
Ending Voltage: 10.50 V
Total Time (hh:mm:ss): 01:26:37
Tested Capacity: 10.878 Ah
Odyssey:
Description: 6 Lead Acid cells, 16.0 Ah @ 7.50A
Started At: 16-Jan-11 4:34 PM
Discharge Rate: 7.50 A
Starting Voltage: 12.56 V
Ending Voltage: 10.48 V
Total Time (hh:mm:ss): 00:39:53
Tested Capacity: 5.006 Ah
Odyssey2:
Description: 6 Lead Acid cells, 16.0 Ah @ 7.50A
Started At: 18-Jan-11 6:14 PM
Discharge Rate: 7.50 A
Starting Voltage: 12.80 V
Ending Voltage: 10.49 V
Total Time (hh:mm:ss): 00:39:37
Tested Capacity: 4.973 Ah
I really thought that the Odyssey batteries would hold a charge better than
a "standard" Panasonic. Also, the fact that the Panasonic is giving me
double the capacity is quite surprising. I have not yet tried my
desulfator, but that's my next step. I've only tested one of my two Odyssey
batteries, going to test the other "soon".
Thanks,
Mickey
--
Mickey Coggins
________________________________________________________________________________
| From: | Werner Schneider <glastar(at)gmx.net> |
| Subject: | Re: Odyssey PC680 Battery load tests |
Hello Mickey,
I would try the desulfator once as well. I had a lead acid battery from
a car where one cell seemed to be shorten. I did it leave on the
desulfator combined with a battery tender for 2 years and had to use it
for my car as that battery was to much depleted (cabin light on for 4
days with minus temp). That Battery showed full recovery for usage in my
car even that it is only 2/3 of the capacity of the original battery.
Give it a try, just a few cents of power you spend on it and let it
there for at least a month.
Werner
________________________________________________________________________________
| From: | John Morgensen <john(at)morgensen.com> |
| Subject: | Re: Transponder antenna signal |
I just saw a picture posted re: oil separator that showed a transponder
antenna mounted inside the lower cowling. Looked interesting but I'm not
sure which group it was.
john
On 1/16/2011 1:57 PM, Speedy11(at)aol.com wrote:
> Great responses from everyone. I appreciate each one. Like Old Bob,
> I've broken off stub antenna. I'd considered switching to a blade
> antenna, but didn't want to fit a new antenna. I will reconsider that
> option, but I'd like to investigate doing my own "antenna fairing."
> I've been gradually making streamlining changes to my RV-8A and I now
> claim the status of "world's fastest RV-8A." Maybe a streamlined
> transponder antenna will help a tiny bit more. My new target is 200
> KIAS in level flight at 1000" MSL. I'm already within reach of that goal.
> Thanks again for your responses.
> Stan Sutterfield
> I like that.
>
> You've been watching:
> http://www.youtube.com/watch?v=ftq8jTQ8ANE
> (excuse me if I'm being circular here)
>
> Bill "need something to do until it warms up" Watson
>
> On 1/14/2011 11:41 PM, Speedy11(at)aol.com wrote:
> > Bob - or other antenna gurus,
> > I want to streamline my transponder antenna. I have the short (3
> > inch) stub antenna with the ball on the tip. To streamline it I'm
> > going to make an epoxy resin fiberglass covering that will look like a
> > blade antenna.
> > Please confirm for me that streamlining with a fiberglass covering
> > will not affect signal performance.
> > Thanks,
> > Stan Sutterfield
> *
>
>
> *
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Odyssey PC680 Battery load tests |
I used the West Mountain Radio CBA to test some
batteries that I had hoped to use in my aircraft.
Unfortunately the PC680 batteries have been
laying around for about 6 years, and had became quite discharged.
What kind of maintenance did you do on the batteries
while stored? The Battery Tender and Battery Minders
are not intended to be 'chargers' so much as 'maintainers'.
When you have 12v batteries on storage, it's a good idea
to clip them all together in parallel and have some
sort of sophisticated maintainer supporting the lot.
I use the Schumacher 1562 or a Battery Tender to
support my test batteries. Some are pushing 7 years
old with better than 80% of new capacity.
I really thought that the Odyssey batteries would
hold a charge better than a "standard" Panasonic.
Also, the fact that the Panasonic is giving me
double the capacity is quite surprising.
Were all three stored under the same conditions?
I have not yet tried my desulfator, but
that's my next step. I've only tested one of my
two Odyssey batteries, going to test the other "soon".
We'll be interested to hear what you discover.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Robust transponder antennas |
I've been away from the home 'puter for a few days
and didn't have access to my big archive of reference
documents when the List was discussing transponder
antennas.
Got home a few hours ago and posted a patent issued
in '61 for what is euphemistically called a "scimitar"
antenna.
http://www.aeroelectric.com/Reference_Docs/Antenna/Scimitar_Patent_3015101.pdf
I recalled seeing these all over the empannage belly
of the B-52. They looked like tie-down rings except that
there was about a half dozen of various sizes. They
were associated with the electronic counter-measures
system. I was a bomb-nav guy so I didn't get any schooling
on them.
Years later I was thinking about making a robust
transponder antenna using this design philosophy
but never got around to it. Others here on the List
might be interested in trying it out. Note that
where the SWR on the exemplar antenna in the patent
goes below 2:1 (4,000 Mhz) the horizontal radiation
pattern goes pretty circular.
An antenna could be crafted from aluminum or perhaps
brass and thick enough to offer the wished-for mechanical
robustness. The edges could also be sculptured as
necessary for aerodynamically appealing affect.
It was interesting to contemplate the development history
of this antenna. While based on development work by
the Turner guys pre 1958 the patent wasn't issued until
1961. The airplanes I was working on were built in the
1954-58 time frame and already had several sizes installed.
Similar antennas on the spacecraft programs were faired
with radomes. The antennas on the B-52 were bare and
hung right out in the breeze.
Anywho, for what it's worth, this might be the basis
for a nice DIY antenna project. It would lend itself
well to an article featuring fabricate-to-drawings
illustrations.
Bob . . .
________________________________________________________________________________
| From: | John Grosse <grosseair(at)comcast.net> |
I know copper is generally used, but is there any reason NOT to use
aluminum to construct a ground buss bar?
John Grosse
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 09:27 PM 1/18/2011, you wrote:
>
>I know copper is generally used, but is there any reason NOT to use
>aluminum to construct a ground buss bar?
How do you plan to attach wires to it?
The bus bar designs suggested by AeroElectric
Connection and B&C products go to some lengths
to reduce threaded fasteners to a minimum. There
are none on the panel ground bus . . . and only
the fat wires are brought to threaded studs.
Bob . . .
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
Marty,
I thought that might pique someone's interest.
I'm still experimenting so my "tricks" thus far are still unproven. But,
like Dave Anders and Bob Axsom, I'm making small gradual changes, some of
which have failed, to increase speed and improve efficiency.
I am on to something. Before my recent aero changes I could get about 185
KIAS at 1000' MSL. My goal was to reduce drag so as to reach 190 KIAS.
Last week I got 193. My new goal is 200. 193 is pretty good for a
normally aspirated, stock cowling, 3 blade prop, nose dragger.
I have several more ideas for speed improvement and I'll be trying them
during the next few months.
I have no objection to sharing my ideas so long as guys don't claim them as
their own. When I have copied others guy's ideas for building techniques
, I gave them credit.
My speed improvements can be done by anyone and I have tried them after
doing a little bit of aero study and talking to some guys educated in
aerodynamics. If guys aren't interested in making their own, I may make them
available for sale. We'll see.
If anyone would like to see what I'm doing, you can visit my web site at
_www.rv-8a.net_ (http://www.rv-8a.net) and look at pages posted since Jan
2010. The primary gain came from my Speedy Cuffs added to the main gear
(shown in Jan 2011). The web site will explain and has photos.
If you have questions, feel free to write me.
Regards,
Stan Sutterfield
PS - Don't tell the guys in the SARL - I want to beat them this year. : )
Stan,
Interesting post "world's fastest RV-8A", indeed. How about sharing some
of
the tricks you used to achieve this goal. You maybe onto something here,
starting a new trend in "experimenting".
Marty RV-6A N826ME
________________________________________________________________________________
| From: | "JOHN TIPTON" <jmtipton(at)btopenworld.com> |
| Subject: | Re: Transponder antenna signal |
Hi John (Morgensen)
I saw that article, and I checked it out, see below
John (RV9a wings - England)
----- Original Message -----
From: Ralph E. Capen
Sent: Tuesday, January 18, 2011 12:57 PM
Subject: Re: [RV Builders] Andair Air/Oil Separator [2 Attachments]
That is a transponder antenna connected to my Monroy ATD200 traffic
detector. The antenna connected to the transponder is mounted on the
opposite side in a similar fashion. Both work fine.
-----Original Message-----
From: JOHN TIPTON
Sent: Jan 18, 2011 6:18 AM
To: recapen(at)earthlink.net
Subject: Re: [RV Builders] Andair Air/Oil Separator [2 Attachments]
Hi Ralph (off list)
As a matter of interest: is that your transponder aerial positioned
inside the cowl !!!
Best regards
John - RV9a (wings) - England
----- Original Message -----
From: Ralph E. Capen
To: RV7A(at)yahoogroups.com
Sent: Tuesday, January 18, 2011 2:49 AM
Subject: Re: [RV Builders] Andair Air/Oil Separator [2 Attachments]
[Attachment(s) from Ralph E. Capen included below]
Dan,
the 125 shot shows detail on the condensate trap. The 399 shot shows
both
parts mounted on the front lower left corner of the firewall.
Only ones that I have of this installation. I can take a couple next
time I
have the cowl off if it'll help........
Ralph
----- Original Message -----
From: "danbaier" <dbygroups(at)gmail.com>
To:
Sent: Monday, January 17, 2011 7:52 PM
Subject: [RV Builders] Andair Air/Oil Separator
> Has anyone installed this? What results? Any pictures of
installations?
>
> Lycs pretty much blow down to about 6qts and then stabilize. I'm
hoping
> that putting one of these on would help keep 7qts aboard and the
extra
> quart would help with cooling. My CHTs / EGTs are fine - oil temp
is
> running about 10-15 higher than I'd really like.
>
> Thoughts on whether this would work?
>
> Thanks,
>
> Dan
>
>
>
> ------------------------------------
>
> Want more RV news? Sign up for the RV Builder's Hotline. It's
free!
> http://rvbuildershotline.comYahoo! Groups Links
>
>
>
__._,_.___
Attachment(s) from Ralph E. Capen
2 of 2 Photo(s)
P5260125.JPGPA230399.JPG
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________________________________________________________________________________
| Subject: | Crimping Big Lugs |
| From: | Jared Yates <email(at)jaredyates.com> |
I've been crimping a few 4-gauge welding cables with lugs that I also got
from the welding supplier. The lugs and cable are both labeled #4, but the
lugs are bigger than I would think that they should be. The fit is very
loose before crimping, which means that after I crimp them in my
whack-a-mole crimper I end up with quite a bit of daylight on either side of
the cable strands. While I'm keeping in mind that the term "gas tight"
describes the ideal crimp, I'm concerned that these crimps may not be
optimal. Has anyone else noticed this problem? Is it a problem, or does it
just look odd? These are obviously some pretty important connections that
I'd rather not have any trouble out of once they are in service.
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: Crimping Big Lugs |
When I did mine I couldn't see through them at the end after they were completed.
I got my lugs from the same folks that sold me the Whack-A-Mole crimper....B&C
if I recall correctly......
-----Original Message-----
>From: Jared Yates <email(at)jaredyates.com>
>Sent: Jan 19, 2011 8:46 AM
>To: aeroelectric-list(at)matronics.com
>Subject: AeroElectric-List: Crimping Big Lugs
>
>I've been crimping a few 4-gauge welding cables with lugs that I also got
>from the welding supplier. The lugs and cable are both labeled #4, but the
>lugs are bigger than I would think that they should be. The fit is very
>loose before crimping, which means that after I crimp them in my
>whack-a-mole crimper I end up with quite a bit of daylight on either side of
>the cable strands. While I'm keeping in mind that the term "gas tight"
>describes the ideal crimp, I'm concerned that these crimps may not be
>optimal. Has anyone else noticed this problem? Is it a problem, or does it
>just look odd? These are obviously some pretty important connections that
>I'd rather not have any trouble out of once they are in service.
________________________________________________________________________________
| From: | John Grosse <grosseair(at)comcast.net> |
A combination of threaded studs for the large wires and riveted fast on
connectors for the rest.
John
Robert L. Nuckolls, III wrote:
>
>
> At 09:27 PM 1/18/2011, you wrote:
>>
>>
>> I know copper is generally used, but is there any reason NOT to use
>> aluminum to construct a ground buss bar?
>
> How do you plan to attach wires to it?
>
>
________________________________________________________________________________
| Subject: | Re: Crimping Big Lugs |
| From: | Jared Yates <email(at)jaredyates.com> |
The end is closed on these lugs, so I can't see through them, but there is a lot
of space in the finished lug.
On Jan 19, 2011, at 9:04, "Ralph E. Capen" wrote:
>
> When I did mine I couldn't see through them at the end after they were completed.
>
> I got my lugs from the same folks that sold me the Whack-A-Mole crimper....B&C
if I recall correctly......
>
>
> -----Original Message-----
>> From: Jared Yates <email(at)jaredyates.com>
>> Sent: Jan 19, 2011 8:46 AM
>> To: aeroelectric-list(at)matronics.com
>> Subject: AeroElectric-List: Crimping Big Lugs
>>
>> I've been crimping a few 4-gauge welding cables with lugs that I also got
>> from the welding supplier. The lugs and cable are both labeled #4, but the
>> lugs are bigger than I would think that they should be. The fit is very
>> loose before crimping, which means that after I crimp them in my
>> whack-a-mole crimper I end up with quite a bit of daylight on either side of
>> the cable strands. While I'm keeping in mind that the term "gas tight"
>> describes the ideal crimp, I'm concerned that these crimps may not be
>> optimal. Has anyone else noticed this problem? Is it a problem, or does it
>> just look odd? These are obviously some pretty important connections that
>> I'd rather not have any trouble out of once they are in service.
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: Crimping Big Lugs |
I would be concerned that I have used the correct size lug for the wire?!
-----Original Message-----
>From: Jared Yates <email(at)jaredyates.com>
>Sent: Jan 19, 2011 9:34 AM
>To: "aeroelectric-list(at)matronics.com"
>Subject: Re: AeroElectric-List: Crimping Big Lugs
>
>
>The end is closed on these lugs, so I can't see through them, but there is a lot
of space in the finished lug.
>
>
>On Jan 19, 2011, at 9:04, "Ralph E. Capen" wrote:
>
>>
>> When I did mine I couldn't see through them at the end after they were completed.
>>
>> I got my lugs from the same folks that sold me the Whack-A-Mole crimper....B&C
if I recall correctly......
>>
>>
>> -----Original Message-----
>>> From: Jared Yates <email(at)jaredyates.com>
>>> Sent: Jan 19, 2011 8:46 AM
>>> To: aeroelectric-list(at)matronics.com
>>> Subject: AeroElectric-List: Crimping Big Lugs
>>>
>>> I've been crimping a few 4-gauge welding cables with lugs that I also got
>>> from the welding supplier. The lugs and cable are both labeled #4, but the
>>> lugs are bigger than I would think that they should be. The fit is very
>>> loose before crimping, which means that after I crimp them in my
>>> whack-a-mole crimper I end up with quite a bit of daylight on either side of
>>> the cable strands. While I'm keeping in mind that the term "gas tight"
>>> describes the ideal crimp, I'm concerned that these crimps may not be
>>> optimal. Has anyone else noticed this problem? Is it a problem, or does it
>>> just look odd? These are obviously some pretty important connections that
>>> I'd rather not have any trouble out of once they are in service.
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Crimping Big Lugs |
At 08:46 AM 1/19/2011, you wrote:
I've been crimping a few 4-gauge welding cables with lugs that I also
got from the welding supplier. The lugs and cable are both labeled
#4, but the lugs are bigger than I would think that they should
be. The fit is very loose before crimping, which means that after I
crimp them in my whack-a-mole crimper I end up with quite a bit of
daylight on either side of the cable strands. While I'm keeping in
mind that the term "gas tight" describes the ideal crimp, I'm
concerned that these crimps may not be optimal.
It is a certainty that they are not . . .
Has anyone else noticed this problem? Is it a problem, or does it
just look odd? These are obviously some pretty important connections
that I'd rather not have any trouble out of once they are in service.
What you're experiencing first hand is an enduring
question as to effectiveness of mating wire size (A)
with terminal (B) installed with tool (C) operated
by craftsman (D).
Companies like AMP, T&B, Daniels, Molex, et. als.
have invested $millions$ in designing and fabricating
both tools and terminals that minimize risks in the
A+B+C+D equation.
I produced two articles some years back. Several of which
spoke to the idealized end-game for terminal
application
www.aeroelectric.com/articles/terminal.pdf
www.aeroelectric.com/articles/CrimpTools/crimptools.html
and another which provided a work-around for
making high quality installations of big terminals
with virtually zero-risk for loss of electrical
integrity with time in service . . .
www.aeroelectric.com/articles/big_term.pdf
We also discussed a number of articles wherein
the authors seemed not to know or care about
the simple-ideas that support all the work
and receipes for success developed by the companies
cited above.
http://www.aeroelectric.com/articles/rules/review.html
www.aeroelectric.com/articles/Wired_for_Disaster.pdf
A couple of years ago, we all read in wonderment
about an unplanned arrival with the earth experienced
by an RV builder wherein accident investigators
noted "wires pulled from their terminals" either
as a result of the accident or perhaps they came
out before and contributed to the accident. This
was an extreme example to be sure.
But why treat your terminal applications any
differently than you would treat installation
of a rivet? The problem is that the quality
of an rivet installation is a pretty much a
visual inspection thing. What goes on down
inside the strands of wire being joined to
a terminal is quite another matter.
The hedge against building un-inspectable risk
into your project is to exploit recipes for success.
Any time a particular combination of A+B+C+D
come together, they should be evaluated for
the suitability of EACH ingredient.
It sounds like the terminals (B) you spoke of are
not matched to the wire (A) and the suggested tool (C)
is perhaps not matched to either.
For myself, I don't even own crimping tools
that are whacked or jacked together with
screws. I have some low cost, tools that
are used with attention to detail based on
decades of experience. For all the problems
you have to wrestle with in fabricating your
airplane, terminal application should be the
very least of your worries. Clearly a new
combination of A+B+C is called for.
The good news is that the craftsman (D) has
observed, "maybe that doesn't look right".
Bob . . .
________________________________________________________________________________
| Subject: | Ray Allen position indicator dimmer |
| From: | Dan Ballin <dballin(at)gmail.com> |
I have a couple of ray allen trim servos with the LED position
indicators. I'd like to hook the dimmer circuit (white wire) to my
panel light switch so when I turn the lights on the indicators dim.
This would work fine in a 12 v system. Mine alas is 24. Does anyone
know the correct value of a resistor I can put inline to drop the
voltage to around 12. I called Ray Allen and they couldn't give me an
answer other than the circuit draws "milliamps". I could also use a
relay, but would rather go the resistor route.
Thanks
Dan Ballin
Lancair Legacy N386DM
________________________________________________________________________________
| Subject: | Re: Crimping Big Lugs |
| From: | Jared Yates <email(at)jaredyates.com> |
Thanks Bob, I hadn't seen all of those articles yet. The "big terminal"
article looks especially helpful.
On Wed, Jan 19, 2011 at 8:48 AM, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com>
>
>
> At 08:46 AM 1/19/2011, you wrote:
> I've been crimping a few 4-gauge welding cables with lugs that I also got
> from the welding supplier. The lugs and cable are both labeled #4, but the
> lugs are bigger than I would think that they should be. The fit is very
> loose before crimping, which means that after I crimp them in my
> whack-a-mole crimper I end up with quite a bit of daylight on either side of
> the cable strands. While I'm keeping in mind that the term "gas tight"
> describes the ideal crimp, I'm concerned that these crimps may not be
> optimal.
>
> It is a certainty that they are not . . .
>
>
> Has anyone else noticed this problem? Is it a problem, or does it just
> look odd? These are obviously some pretty important connections that I'd
> rather not have any trouble out of once they are in service.
>
> What you're experiencing first hand is an enduring
> question as to effectiveness of mating wire size (A)
> with terminal (B) installed with tool (C) operated
> by craftsman (D).
>
> Companies like AMP, T&B, Daniels, Molex, et. als.
> have invested $millions$ in designing and fabricating
> both tools and terminals that minimize risks in the
> A+B+C+D equation.
>
> I produced two articles some years back. Several of which
> spoke to the idealized end-game for terminal
> application
>
> www.aeroelectric.com/articles/terminal.pdf
>
> www.aeroelectric.com/articles/CrimpTools/crimptools.html
>
> and another which provided a work-around for
> making high quality installations of big terminals
> with virtually zero-risk for loss of electrical
> integrity with time in service . . .
>
> www.aeroelectric.com/articles/big_term.pdf
>
> We also discussed a number of articles wherein
> the authors seemed not to know or care about
> the simple-ideas that support all the work
> and receipes for success developed by the companies
> cited above.
>
> http://www.aeroelectric.com/articles/rules/review.html
>
> www.aeroelectric.com/articles/Wired_for_Disaster.pdf
>
> A couple of years ago, we all read in wonderment
> about an unplanned arrival with the earth experienced
> by an RV builder wherein accident investigators
> noted "wires pulled from their terminals" either
> as a result of the accident or perhaps they came
> out before and contributed to the accident. This
> was an extreme example to be sure.
>
> But why treat your terminal applications any
> differently than you would treat installation
> of a rivet? The problem is that the quality
> of an rivet installation is a pretty much a
> visual inspection thing. What goes on down
> inside the strands of wire being joined to
> a terminal is quite another matter.
>
> The hedge against building un-inspectable risk
> into your project is to exploit recipes for success.
> Any time a particular combination of A+B+C+D
> come together, they should be evaluated for
> the suitability of EACH ingredient.
>
> It sounds like the terminals (B) you spoke of are
> not matched to the wire (A) and the suggested tool (C)
> is perhaps not matched to either.
>
> For myself, I don't even own crimping tools
> that are whacked or jacked together with
> screws. I have some low cost, tools that
> are used with attention to detail based on
> decades of experience. For all the problems
> you have to wrestle with in fabricating your
> airplane, terminal application should be the
> very least of your worries. Clearly a new
> combination of A+B+C is called for.
>
> The good news is that the craftsman (D) has
> observed, "maybe that doesn't look right".
>
>
> Bob . . .
>
>
________________________________________________________________________________
| From: | "Noel Loveys" <noelloveys(at)yahoo.ca> |
| Subject: | Crimping Big Lugs |
Sounds to me like your crimp is not right. I would try inserting the wire
into the lug and then collapsing the middle of the crimp ring with a cold
chisel positioned parallel to the wire in the ring then fold the ring almost
in half and give it the what for with your "Wack-a-mole" crimper.
If you can see light through the crimp that is a place for corrosion to
start leading to inevitable failure.
Noel
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jared
Yates
Sent: January 19, 2011 10:16 AM
Subject: AeroElectric-List: Crimping Big Lugs
I've been crimping a few 4-gauge welding cables with lugs that I also got
from the welding supplier. The lugs and cable are both labeled #4, but the
lugs are bigger than I would think that they should be. The fit is very
loose before crimping, which means that after I crimp them in my
whack-a-mole crimper I end up with quite a bit of daylight on either side of
the cable strands. While I'm keeping in mind that the term "gas tight"
describes the ideal crimp, I'm concerned that these crimps may not be
optimal. Has anyone else noticed this problem? Is it a problem, or does it
just look odd? These are obviously some pretty important connections that
I'd rather not have any trouble out of once they are in service.
________________________________________________________________________________
| From: | "Noel Loveys" <noelloveys(at)yahoo.ca> |
I was also thinking... you may also be able to find a nicopress crimper the
right size to close the lugs.
Noel
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of John
Grosse
Sent: January 19, 2011 10:45 AM
Subject: Re: AeroElectric-List: Buss Bar
A combination of threaded studs for the large wires and riveted fast on
connectors for the rest.
John
Robert L. Nuckolls, III wrote:
>
>
> At 09:27 PM 1/18/2011, you wrote:
>>
>>
>> I know copper is generally used, but is there any reason NOT to use
>> aluminum to construct a ground buss bar?
>
> How do you plan to attach wires to it?
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Ray Allen position indicator dimmer |
Dan=2C
I'll take a stab at this=2C but I need the real electronic gurus to
verify I was on the right track.
Re: the 10 LED bar graphs=2C I have many of them=2C but they are either
all red or all yellow. The ones that contain all three colors are just a c
ombination
of the available LED colors=2C namely red=2C yellow and green. See below f
or an 'all one color"=3B
http://cgi.ebay.com/ws/eBayISAPI.dll?ViewItem&item=330271806124&ssPageNam
e=STRK:MEWAX:IT
Although this particular bar graph is offered in one color=2C eBay has se
veral
of the 3-color bar graphs that are exactly what Ray Allen uses. If you scr
oll down
far enough in this eBay listing=2C you'll see that ALL THREE (green=2C yell
ow=2C & red)
colors have a MAXIMUM forward voltage of 2.5 volts!!
This should be sufficient enough information to use our handy LED formula
to calculte the necessary resistor.
R= (Vs-Vled)/I
Vs=24 volts
Vled=2.5 volts
I mA
Let's solve for R now. 24 volts-2.5 volts= 21.5 volts
Therefore=3B 21.5 volts/20mA = R
But we need to make sure we convert our mA into Amps first. So 20mA / 10
00 = .02 A
Well=2C continue..... 21.5 volts / .02A = 1075 ohms
You're going to want at least 1075 ohms to keep from popping LEDs. I fou
nd it makes
VERY little difference in brightness by making small resistance changes=2C
so if it was me=2C I'd be
shooting for close to 1200-1500 ohms (probably 1500 ohms).
Hope this helps=2C Dan
Mike Welch
________________________________________________________________________________
| From: | "Noel Loveys" <noelloveys(at)yahoo.ca> |
| Subject: | Crimping Big Lugs |
The end of the lug should be open so you can be sure of proper penetration
into the fitting.
Noel
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jared
Yates
Sent: January 19, 2011 11:04 AM
Subject: Re: AeroElectric-List: Crimping Big Lugs
The end is closed on these lugs, so I can't see through them, but there is a
lot of space in the finished lug.
On Jan 19, 2011, at 9:04, "Ralph E. Capen" wrote:
>
> When I did mine I couldn't see through them at the end after they were
completed.
>
> I got my lugs from the same folks that sold me the Whack-A-Mole
crimper....B&C if I recall correctly......
>
>
> -----Original Message-----
>> From: Jared Yates <email(at)jaredyates.com>
>> Sent: Jan 19, 2011 8:46 AM
>> To: aeroelectric-list(at)matronics.com
>> Subject: AeroElectric-List: Crimping Big Lugs
>>
>> I've been crimping a few 4-gauge welding cables with lugs that I also got
>> from the welding supplier. The lugs and cable are both labeled #4, but
the
>> lugs are bigger than I would think that they should be. The fit is very
>> loose before crimping, which means that after I crimp them in my
>> whack-a-mole crimper I end up with quite a bit of daylight on either side
of
>> the cable strands. While I'm keeping in mind that the term "gas tight"
>> describes the ideal crimp, I'm concerned that these crimps may not be
>> optimal. Has anyone else noticed this problem? Is it a problem, or does
it
>> just look odd? These are obviously some pretty important connections
that
>> I'd rather not have any trouble out of once they are in service.
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 09:15 AM 1/19/2011, you wrote:
>
>A combination of threaded studs for the large wires and riveted fast
>on connectors for the rest.
Rivets are designed for use in shear, not in tension.
Further, your fast-on lugs are no doubt going to be
of a material dissimilar to the bus bar.
Suggest you go to a hardware store or hobby shop
and get a chunk of sheet brass or better yet copper.
Roofing companies often have scraps of copper flashing
around from which you can get a suitable piece. Also
check around on Ebay.
http://tinyurl.com/5sa26kp
Here's a nice chunk of .062" sheet that you can
shear up for what you need and offer lots of similar
chunks to other builders.
Use copper pop-rivets to fixture the fast-on
lugs and then solder using electronic 63/37
solder.
There are ways to do the best we know how to
do at minimal time and dollars but bolting up
an array of terminals on a piece of aluminum is
not the best we know how to do.
Bob . . .
________________________________________________________________________________
| From: | paul wilson <pwmac(at)sisna.com> |
| Subject: | Crimping Big Lugs |
These discussions on crimoing big lugs is interesting.
My method is to take the parts to the battery store and have them
crimp them with their high leverage crimper. They have dies for all
sizes and combos of lugs & wires. The same store stocks lugs (open or
closed) and the welding cable in several styles. The cost for the
crimping was minimal and they always included the heat shrink in
black or red. They were glad to help.
To find a proper battery store look for the stores that cater to
the solar people.
Paul
==========
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Ray Allen position indicator dimmer |
At 10:18 AM 1/19/2011, you wrote:
>
>I have a couple of ray allen trim servos with the LED position
>indicators. I'd like to hook the dimmer circuit (white wire) to my
>panel light switch so when I turn the lights on the indicators dim.
>This would work fine in a 12 v system. Mine alas is 24. Does anyone
>know the correct value of a resistor I can put inline to drop the
>voltage to around 12. I called Ray Allen and they couldn't give me an
>answer other than the circuit draws "milliamps". I could also use a
>relay, but would rather go the resistor route.
Not easy to deduce without more data. I suspect the
bar graph array is driven by an LM3914 (or similar)
device.
www.energies.alba-annuaire.fr/data/lm/LM3914.pdf
I presume further that the chip is configured
to illuminate only one led at a time as opposed to
a variable length bar of multiple leds. The data
sheet says that an LM3914 controls LED current
INTERNALLY as a function of the current flowing
in the reference voltage divider (R1, R2). Adding
resistors in series with the leds will wrestle
with the brightness control feature built into
the chip.
So driving your stock indicator directly from
the dimming system will similarly wrestle with
the chip's built in features.
Use an LM7812 or equal to provide 12v
power to run the indicator from your 24v
system.
http://tinyurl.com/2fwxrgm
If you want to do real dimming control, you'll
need to get inside the indicator and "jeep"
the design to add a dimming feature that exploits
the chip's built in feature.
Bob . . .
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Ray Allen position indicator dimmer |
Dan=2C everyone else=2C too=2C
Regarding those little RYG (red=2C yellow=2C green) 10 LED bargraphs=2C l
ike
I said=2C I have several! I bought a bunch of them years ago=2C and so far
have never really found a good use for any of them. However=2C recently I
thought I'd see how they work=2C and if they look good enough (brightness
=2C
notice-ability=2C clarity=2C etc.) I'd find a good home for several of them
.
First=2C I thought I'd see how they 'operate'! Can I hook all the anodes
in
parallel=2C and dispense with a resistor? Do the yellow ones look sharp
enough? Can I use a stack of 3-5 high=2C and make them look better?
Lots of questions....
First=2C I found out the yellow ones are near useless. At least=2C that'
s
my opinion. They look more like off-color white=2C somewhat diffused=2C an
d
not very 'attractive'. IMO!
So=2C I thought I'd put one (yellow) on a breadboard=2C hook up ALL 10 an
odes to the
positive 12V transformer=2C combine all 10 cathodes to the negative=2C and
give it
a 'go'. Pop!! about 8 of them blew out=2C and a couple of others lo
oked dazed
and confused!! If I'm not mistaken=2C I may have had a little puff of magi
c smoke.
In the trash it went!!
Okay=2C so far=2C I found out that just because they are all in a tight l
ittle rectangular package=2C
they're STILL LEDs!!! They will still pop if you don't give each and ever
one of them
their proper individual resistor. Duh!! But=2C hey=2C I was experimenting
!!
The next thing I did was look on eBay for someone selling some of these
=2C so that i could get
a 'data sheet'. That's where I found that link I shared.
In a nutshell I found out=3B
a) 10 LED bargraphs are still regular LEDs=2C just neatly packed in a line
....and really small
b) they burn out---just like the regular kind if you don't allow for prope
r resistance
c) never buy 20 of them when you don't have a use for one of them
d) the yellow ones aren't worth buying....at all!!
Mike Welch
Learning LEDs 101
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Crimping Big Lugs |
At 11:50 AM 1/19/2011, you wrote:
These discussions on crimoing big lugs is interesting.
My method is to take the parts to the battery store and have them
crimp them with their high leverage crimper. They have dies for all
sizes and combos of lugs & wires. The same store stocks lugs (open or
closed) and the welding cable in several styles. The cost for the
crimping was minimal and they always included the heat shrink in
black or red. They were glad to help.
To find a proper battery store look for the stores that cater to the
solar people.
An excellent A + B + C + D = recipe for success!
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Ray Allen position indicator dimmer |
At 12:12 PM 1/19/2011, you wrote:
Dan, everyone else, too,
Regarding those little RYG (red, yellow, green) 10 LED bargraphs, like
I said, I have several! I bought a bunch of them years ago, and so far
have never really found a good use for any of them. However, recently I
thought I'd see how they work, and if they look good enough (brightness,
notice-ability, clarity, etc.) I'd find a good home for several of them.
Excellent experiment. But know that there are leds and then there ARE
leds. They come in a constellation of capabilities ranging from the ALARM
ON light in your bedside clock (where 6 mCd is enough) up to those used
on full color billboards were 15,000 mCd is marginal to the builder's
design goals.
The market for bar-graph displays is consumer products most of which
are used in the living room and have no sun-light viewability issues.
Further, the customer seldom has an opinion or desire with respect to
color, brightness or other viewability wishes.
So be aware that most of what's out there is probably not suited for
use on the panel of an airplane. Further, MOST bar graphs of any
manufacture will be hard pressed to make it into the cockpit of a
TC aircraft.
First, I thought I'd see how they 'operate'! Can I hook all the anodes in
parallel, and dispense with a resistor? Do the yellow ones look sharp
enough?
Can I use a stack of 3-5 high, and make them look better?
Sure. The LM3914 data sheet I cited earlier says you can stack chips
and displays. One of the guys I worked with at Electro-Mech about
30 years ago did a 100 lamp display from a 10x array of chips and
displays. 1 percent resolution. Cool!
First, I found out the yellow ones are near useless. At least, that's
my opinion. They look more like off-color white, somewhat diffused, and
not very 'attractive'. IMO!
Most "yellow" is not very aircraft oriented except for painting
a J-3. What you're really wanting is an amber led. Hard to find
in bar graphs assemblies. That's why you mgiht consider building
your own. It's just 10 leds in a suitable housing . . . and the
LEDs are plentiful, bright and cheap.
So, I thought I'd put one (yellow) on a breadboard, hook up ALL 10
anodes to the
positive 12V transformer, combine all 10 cathodes to the negative, and give it
a 'go'. Pop!! about 8 of them blew out, and a couple of
others looked dazed
and confused!! If I'm not mistaken, I may have had a little puff of
magic smoke.
In the trash it went!!
Okay, so far, I found out that just because they are all in a
tight little rectangular package,
they're STILL LEDs!!! They will still pop if you don't give each and
ever one of them
their proper individual resistor. Duh!! But, hey, I was experimenting!!
The next thing I did was look on eBay for someone selling some of
these, so that i could get
a 'data sheet'. That's where I found that link I shared.
Yup! Fortunately it was a low cost experiment . . .
LEDs are current driven devices and CANNOT be practically
connected to any hard voltage source. EACH led needs to
be driven by its own current limited source (unless wired
in series). In the case of the LM3914 driver, the current
controls are built in. But if you're going to light these
fellows up on the bench, pay attention to their requirements.
They are generally NOT fragile devices. We had a discussion
back in 2004/2005 where I cited an experiment where I'd
wired a 30mA rated LED to a wall-wart biased at 5x rated
current and plugged it into a little used outlet in my
garage. A least a couple years later I terminated the
experiment with the LED still illuminating the whole
garage at night.
In a nutshell I found out;
a) 10 LED bargraphs are still regular LEDs, just neatly packed in a
line....and really small
b) they burn out---just like the regular kind if you don't allow for
proper resistance
c) never buy 20 of them when you don't have a use for one of them
d) the yellow ones aren't worth buying....at all!!
Mike Welch
Learning LEDs 101
Good for you. Keep us apprised of your discoveries. There
are no doubt others who would like to incorporate your
own experiences into their bags of tricks. In any case
be aware that most led arrays you might put your hands
on will want to be up under the glare-shield to be
visible while flying in sunlight. Consider also putting
them behind a 'smoked' plexiglas . . . while you toss way
1/2 or more of their intensity, the CONTRAST ratio
is so much higher that they GAIN sunlight viewability.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Ray Allen position indicator dimmer |
>
> First, I found out the yellow ones are near useless. At least, that's
>my opinion. They look more like off-color white, somewhat diffused, and
>not very 'attractive'. IMO!
Check out these critters.
http://tinyurl.com/4v7clqr
Really good intensity numbers for a bar graph assy.
Plus DUAL color red/green which means you can light
both lamps to get yellow?
Bob . . .
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Ray Allen position indicator dimmer |
Does anyone
> know the correct value of a resistor I can put inline to drop the
> voltage to around 12. I called Ray Allen and they couldn't give me an
> answer other than the circuit draws "milliamps". I could also use a
> relay=2C but would rather go the resistor route.
>
> Thanks
> Dan Ballin
> Lancair Legacy N386DM
Dan=2C
In re-reading your question....and my response=2C I think Bob's
answer was more what you're looking for. (as usual!!)
Since you wouldn't normally need ANY resistor attached to
the white wire (for dimming the LEDs)=2C your question is more
directed toward dropping 24V to 12V.
In that case=2C obviously=2C the LM7812 is the correct way to go.
Mike Welch
learning from the best=2C all the time.
________________________________________________________________________________
| Subject: | Re: Odyssey PC680 Battery load tests |
| From: | Mickey Coggins <mick-matronics(at)rv8.ch> |
Hi Bob,
All three batteries were just sitting on a shelf - not connected to
anything. I didn't do any charging to them during these years, which makes
me wonder if perhaps they are now "damaged". The two Odyssey batteries
had very low voltages - can't recall exactly, but it was low single digits,
and they could not trigger a battery contactor. The Panasonic still had
about 12 volts and worked fine. Exact same treatment for all three
batteries.
You mentioned that the battery tender is not meant as a charger. I also
have a "dumb" charger that just dumps in either 2.5 or 5 amps - I forgot to
check the voltage it puts out. Do you think that this charger would be
better at recovering these batteries than the battery tender?
Thanks,
Mickey
On Tue, Jan 18, 2011 at 23:50, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com>
>
> I used the West Mountain Radio CBA to test some batteries that I had hope
d
> to use in my aircraft. =C3=82 Unfortunately the PC680 batteries have been
laying
> around for about 6 years, and had became quite discharged.
>
> What kind of maintenance did you do on the batteries
> while stored? The Battery Tender and Battery Minders
> are not intended to be 'chargers' so much as 'maintainers'.
> When you have 12v batteries on storage, it's a good idea
> to clip them all together in parallel and have some
> sort of sophisticated maintainer supporting the lot.
> I use the Schumacher 1562 or a Battery Tender to
> support my test batteries. Some are pushing 7 years
> old with better than 80% of new capacity.
>
> I really thought that the Odyssey batteries would hold a charge better th
an
> a "standard" Panasonic. =C3=82 Also, the fact that the Panasonic is givin
g me
> double the capacity is quite surprising.
>
> Were all three stored under the same conditions?
>
> =C3=82 I have not yet tried my desulfator, but that's my next step. =C3
=82 I've only
> tested one of my two Odyssey batteries, going to test the other "soon".
>
> We'll be interested to hear what you discover.
>
>
> Bob . . .
>
>
--
Mickey Coggins
________________________________________________________________________________
| Subject: | Re: Crimping Big Lugs |
| From: | bob noffs <icubob(at)gmail.com> |
before i crimped i put as many 1/2'', 12 or 14 solid copper wire pieces in
the lug as i could fit/tap in. then the lug didn't deform so much when
crimped and it was TIGHT.
bob noffs
On Wed, Jan 19, 2011 at 9:37 AM, Noel Loveys wrote:
> Sounds to me like your crimp is not right. I would try inserting the
> wire into the lug and then collapsing the middle of the crimp ring with a
> cold chisel positioned parallel to the wire in the ring then fold the rin
g
> almost in half and give it the what for with your =93Wack-a-mole=94 crimp
er.
>
>
> If you can see light through the crimp that is a place for corrosion to
> start leading to inevitable failure.
>
>
> Noel
>
>
> *From:* owner-aeroelectric-list-server(at)matronics.com [mailto:
> owner-aeroelectric-list-server(at)matronics.com] *On Behalf Of *Jared Yates
> *Sent:* January 19, 2011 10:16 AM
>
> *To:* aeroelectric-list(at)matronics.com
> *Subject:* AeroElectric-List: Crimping Big Lugs
>
>
> I've been crimping a few 4-gauge welding cables with lugs that I also got
> from the welding supplier. The lugs and cable are both labeled #4, but t
he
> lugs are bigger than I would think that they should be. The fit is very
> loose before crimping, which means that after I crimp them in my
> whack-a-mole crimper I end up with quite a bit of daylight on either side
of
> the cable strands. While I'm keeping in mind that the term "gas tight"
> describes the ideal crimp, I'm concerned that these crimps may not be
> optimal. Has anyone else noticed this problem? Is it a problem, or does
it
> just look odd? These are obviously some pretty important connections tha
t
> I'd rather not have any trouble out of once they are in service.
>
> * *
>
> * *
>
> **
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/Navigator?AeroElectric-List*
>
> **
>
> **
>
> *http://forums.matronics.com*
>
> **
>
> **
>
> **
>
> **
>
> *http://www.matronics.com/contribution*
>
> **
>
> * *
>
> *
>
===========
===========
===========
===========
> *
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Crimping Big Lugs |
At 01:51 PM 1/19/2011, you wrote:
>before i crimped i put as many 1/2'', 12 or 14 solid copper wire
>pieces in the lug as i could fit/tap in. then the lug didn't deform
>so much when crimped and it was TIGHT.
But was it GAS TIGHT? Unless you cross-section
the joint and get a picture like
http://aeroelectric.com/articles/CrimpTools/GL.jpg
moisture and oxygen can get in and start working
on the joint. It's like copper eating termites.
This is particularly important with fat-wires where
the corrosion process is aided and abetted by the
flow of electrons across the compromised areas of
the joint.
Just because your finished task is mechanically
'tight' is not 99.9% probability of good outcome.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Odyssey PC680 Battery load tests |
At 01:40 PM 1/19/2011, you wrote:
>Hi Bob,
>
>All three batteries were just sitting on a shelf - not connected to anything.
> I didn't do any charging to them during these
>years, which makes me wonder if perhaps they are
>now "damaged". The two Odyssey batteries
>had very low voltages - can't recall exactly,
>but it was low single digits, and they could not
>trigger a battery contactor. The Panasonic
>still had about 12 volts and worked
>fine. Exact same treatment for all three batteries.
Interesting. As you've noted, I would have expected
Hawker products to be equal to or better than
Panasonic.
>You mentioned that the battery tender is not meant as a charger.
Battery Tenders WILL charge good batteries. With it's
limited output (0.8A as I recall) it might take
some time. But when the BT is INTENDED to stay
hooked up for duration of a storage interval, recharge
time is not a significant consideration.
When I returned my instrumentation batteries back
to the shelf after a job, I just let the battery
maintainer top it off . . . never ran one down
seriously that I recall but it didn't matter.
With weeks to months between tasks, the battery
maintainer had all the time in the world.
> I also have a "dumb" charger that just dumps
> in either 2.5 or 5 amps - I forgot to check the
> voltage it puts out. Do you think that this
> charger would be better at recovering these batteries than the battery tender?
"Recovering" is a term subject to interpretation.
In many, many conversations with Skip Koss at
Concorde and the gurus at Navy Battery Labs at
Crane, IN, I've been made aware of numerous successful
recoveries (80% plus of new capacity) for batteries
that were accidently (or even deliberately abused).
There are numerous qualification specs for aircraft/military
batteries that call for total discharge and store
at elevated temperature for some period of time. Then
conduct some sort of recovery process. Usually starts
with connecting a 12v battery to a 20v source until it
starts to draw recharge current exceeding 1A or some such.
Then charge at 14.6 until current drops below 100 mA.
Then discharge and repeat up to two times. If the battery
doesn't 'recover' after the third attempt, it's scrap.
I don't recall the exact numbers but yes, SOME batteries
can be 'recovered' under SOME conditions.
YEARS of dead storage . . . it's a long shot.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Found it . . . how to abuse your battery on purpose |
Earlier I wrote:
"There are numerous qualification specs for aircraft/military
batteries that call for total discharge and store
at elevated temperature for some period of time. Then
conduct some sort of recovery process."
From DO-293 we find this recipe for investigation . . .
Emacs!
This test is run on a factory-new battery with the total
test running 28 days.
Bob . . .
________________________________________________________________________________
| From: | "Jeff Luckey" <JLuckey(at)pacbell.net> |
| Subject: | Good Quality Wire Terminals? |
Hey Bob,
Back in the "old days" we used to use T&B Stak-on (sp?) wire terminals. I
think I read somewhere that you recommend Amp terminals. A couple of
questions:
1. Are Stak-ons still available?
2. Are the still considered high-quality?
3. Is Amp now the "top dog" in wire terminals?
4. IIRC, Stak-ons were not cheap, are Amp less expensive?
5. Is Thomas & Betts still around, or have they been bought-out several
times over?
Thanks
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Good Quality Wire Terminals? |
At 06:32 PM 1/19/2011, you wrote:
Hey Bob,
Back in the "old days" we used to use T&B Stak-on (sp?) wire terminals. I
think I read somewhere that you recommend Amp terminals. A couple of
questions:
1. Are Stak-ons still available?
2. Are the still considered high-quality?
3. Is Amp now the "top dog" in wire terminals?
4. IIRC, Stak-ons were not cheap, are Amp less expensive?
5. Is Thomas & Betts still around, or have they been bought-out several
times over?
I don't think any one brand is "golden" . . . for
fat wires 8 AWG and larger, plain-vanilla bare-foot
terminals are fine . . . and I don't think anyone makes
a "bad" one.
Emacs!
Crimp or solder and use double-wall heat shrink
to seal the joint and provide support for the
smaller gages.
For 22-10AWG wire, the AMP PIDG (pre-insulated
diamond grip) style is recommended and made by
many folks under Mil-T-7928, class II, type 1 and
2. The thing to look for is the 'extra' copper
sleeve over the wire grip barrel and under
the insulator.
Emacs!
In other words, avoid the 2-piece terminals
(barefoot + insulation only).
There's lots of brands to choose from. Be
aware that for small quantities of various
sizes of the PIDG, http://Digkey.com is a
great source of about every size you'll need
and they offer small packages of 10 pieces like:
http://tinyurl.com/6bvzcuk
Bob . . .
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: AeroElectric-List Digest: 8 Msgs - 01/18/11 |
Bob,
That could be a very interesting project. Were I not so ignorant about
antenna physics, I might try it myself.
Stan Sutterfield
In a message dated 1/19/2011 3:02:38 A.M. Eastern Standard Time,
aeroelectric-list(at)matronics.com writes:
Got home a few hours ago and posted a patent issued
in '61 for what is euphemistically called a "scimitar"
antenna.
http://www.aeroelectric.com/Reference_Docs/Antenna/Scimitar_Patent_3015101.p
df
I recalled seeing these all over the empannage belly
of the B-52. They looked like tie-down rings except that
there was about a half dozen of various sizes. They
were associated with the electronic counter-measures
system. I was a bomb-nav guy so I didn't get any schooling
on them.
Years later I was thinking about making a robust
transponder antenna using this design philosophy
but never got around to it. Others here on the List
might be interested in trying it out. Note that
where the SWR on the exemplar antenna in the patent
goes below 2:1 (4,000 Mhz) the horizontal radiation
pattern goes pretty circular.
An antenna could be crafted from aluminum or perhaps
brass and thick enough to offer the wished-for mechanical
robustness. The edges could also be sculptured as
necessary for aerodynamically appealing affect.
It was interesting to contemplate the development history
of this antenna. While based on development work by
the Turner guys pre 1958 the patent wasn't issued until
1961. The airplanes I was working on were built in the
1954-58 time frame and already had several sizes installed.
Similar antennas on the spacecraft programs were faired
with radomes. The antennas on the B-52 were bare and
hung right out in the breeze.
Anywho, for what it's worth, this might be the basis
for a nice DIY antenna project. It would lend itself
well to an article featuring fabricate-to-drawings
illustrations.
Bob . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: AeroElectric-List Digest: 8 Msgs - 01/18/11 |
At 08:51 PM 1/19/2011, you wrote:
>Bob,
>That could be a very interesting project. Were I not so ignorant
>about antenna physics, . . .
. . . as were we all once. It's a matter of choices
as to which of many opportunities will be explored.
Methinks you have a great many opportunities to choose
from already! I might be able to sift through the
data and fabricate a test-article out of copper clad
and sneak it into the test lab. Once the dimensions
are known, there's probably a bunch of folks on
the list that could carve some aluminum.
Bob . . .
________________________________________________________________________________
| Subject: | Off topic -- Slowing an electric motor |
| From: | "Dan O'Brien" <limadelta(at)gmail.com> |
I built a wind tunnel for my son=92s physics project. Works great! The is
sue
is that I would like to slow the fan down to generate airspeed below the
Reynolds number of a dimpled golf ball. Current airspeed is about 58 mph.
I
need to slow the fan to generate airspeed below 30 mph. The motor is a
permanent split capacitor type:
http://www.grainger.com/Grainger/DAYTON-Direct-Drive-Blower-Motor-7E658. A
ny
thoughts on how to slow it down? I've read that slowing it with a dimmer
might damage the motor.
Thanks,
Dan O=92Brien
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Off topic -- Slowing an electric motor |
At 11:35 PM 1/19/2011, you wrote:
>I built a wind tunnel for my son's physics project.. Works
>great! The issue is that I would like to slow the fan down to
>generate airspeed below the Reynolds number of a dimpled golf
>ball. Current airspeed is about 58 mph. I need to slow the fan to
>generate airspeed below 30 mph. The motor is a permanent split
>capacitor type:
><http://www.grainger.com/Grainger/DAYTON-Direct-Drive-Blower-Motor-7E658>http://www.grainger.com/Grainger/DAYTON-Direct-Drive-Blower-Motor-7E658.
>Any thoughts on how to slow it down? I've read that slowing it with
>a dimmer might damage the motor.
It is difficult to slow these critters. May I suggest
another motor? Ebay has a bunch of DC motors and
controllers intended for treadmill service . . .
but easily adaptable to other tasks. These controllers
usually have some form of tach feedback for very
stable speed control.
Alternatively, how about putting a damper across
the inlet to throttle air flow?
Bob . . .
________________________________________________________________________________
| From: | "bob-tcw" <rnewman(at)tcwtech.com> |
| Subject: | Re: Off topic -- Slowing an electric motor |
Dan, A PSC type motor can be safely slowed using a properly rated
dimmer. These dimmers are specially designed for this type of motor
and are NOT just lamp dimmers. Search for Lutron Fan Speed controls
and look for the fully variable type, not the 3 or 4 speed preset type
used for paddle fans.
-Bob Newman
----- Original Message -----
From: Dan O'Brien
To: AeroElectric-List(at)matronics.com
Sent: Wednesday, January 19, 2011 11:35 PM
Subject: ***SPAM*** AeroElectric-List: Off topic -- Slowing an
electric motor
I built a wind tunnel for my son=92s physics project. Works great!
The issue is that I would like to slow the fan down to generate airspeed
below the Reynolds number of a dimpled golf ball. Current airspeed is
about 58 mph. I need to slow the fan to generate airspeed below 30 mph.
The motor is a permanent split capacitor type:
http://www.grainger.com/Grainger/DAYTON-Direct-Drive-Blower-Motor-7E658.
Any thoughts on how to slow it down? I've read that slowing it with a
dimmer might damage the motor.
Thanks,
Dan O=92Brien
________________________________________________________________________________
| From: | "Chris Hukill" <cjhukill(at)cox.net> |
| Subject: | wiring thre phase power |
I am wiring a three phase vertical mill to a static converter (add a
phase) from my 220vac single phase source. The motor is a reversible
single speed. Does the order of the phases matter? The instruction with
the mill are Chinese version of English (useless) and the instructions
from the phase converter don't specify which leg goes where.
I know this is slightly off topic, but the mill is going in my hangar to
build airplane parts!
Chris Hukill
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: wiring thre phase power |
At 09:28 AM 1/20/2011, you wrote:
>I am wiring a three phase vertical mill to a static converter (add a
>phase) from my 220vac single phase source. The motor is a reversible
>single speed. Does the order of the phases matter? The instruction
>with the mill are Chinese version of English (useless) and the
>instructions from the phase converter don't specify which leg goes where.
>
>I know this is slightly off topic, but the mill is going in my
>hangar to build airplane parts!
Not critical for the initial start-up. But
if the motor does not run the right direction
when you turn it on, reverse any two leads.
Bob . . .
________________________________________________________________________________
| From: | Speedy11(at)aol.com |
| Subject: | Re: Transponder Antenna |
Should you do that, we will be very interested in the dimensions.
Stan
In a message dated 1/20/2011 3:06:48 A.M. Eastern Standard Time,
aeroelectric-list(at)matronics.com writes:
I might be able to sift through the
data and fabricate a test-article out of copper clad
and sneak it into the test lab. Once the dimensions
are known, there's probably a bunch of folks on
the list that could carve some aluminum.
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | DIY transponder antenna |
List members=2C
Would someone be kind enough to share a link or reference
for a guy to make his own transponder antenna? Preferably=2C a
site that lists the necessary materials=2C has some pictures=2C etc.
I'm real close to the point where I need to think about installing the
antenna for the transponder.
Thanks=2C
Mike Welch
________________________________________________________________________________
| From: | "Jim Wickert" <jimw_btg(at)earthlink.net> |
| Subject: | DIY transponder antenna |
Mike,
On E-Bay you can purchase production built transponder antenna's for
anywhere from $15 to $20 in AS page 548, pt.no. 11-17995, 2009 cat. they
are $18.95..two ups shipments of pcs parts will be at least $12.00 to
$18.00 alone. ????? Take care build where it counts.
Jim Wickert
Vision #159 "Vision Some Will Have IT Some Will Not".
Tel 920-467-0219
Cell 920-912-1014
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Mike
Welch
Sent: Thursday, January 20, 2011 8:47 PM
Subject: AeroElectric-List: DIY transponder antenna
List members,
Would someone be kind enough to share a link or reference
for a guy to make his own transponder antenna? Preferably, a
site that lists the necessary materials, has some pictures, etc.
I'm real close to the point where I need to think about installing the
antenna for the transponder.
Thanks,
Mike Welch
________________________________________________________________________________
| From: | "F. Tim Yoder" <ftyoder(at)yoderbuilt.com> |
| Subject: | Re: DIY transponder antenna |
Not much help, the simplest one I saw was made from an AN bolt of the
proper length.
I bet someone on the list will remember the source.
Tim
----- Original Message -----
From: Mike Welch
To: aeroelectric-list(at)matronics.com
Sent: Thursday, January 20, 2011 7:47 PM
Subject: AeroElectric-List: DIY transponder antenna
List members,
Would someone be kind enough to share a link or reference
for a guy to make his own transponder antenna? Preferably, a
site that lists the necessary materials, has some pictures, etc.
I'm real close to the point where I need to think about installing
the
antenna for the transponder.
Thanks,
Mike Welch
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | DIY transponder antenna |
Hi Jim=2C
I'm very familiar with the eBay ones=2C I just thought I could build my
own for a couple of bucks=2C but since you suggested it=2C I might as well
go ahead and get one of those off eBay. (I was seriously considering
the eBay one=2C anyway)
If no one else bids=2C I can buy it for $9.99. Add the $6 for the shippi
ng
and it comes in at $16 delivered. I have enough projects=2C I think I'll g
o the easy
route on this one=2C and buy one ready-made.
Thanks for the responses=2C guys.
Mike Welch
From: jimw_btg(at)earthlink.net
Subject: RE: AeroElectric-List: DIY transponder antenna
Date: Thu=2C 20 Jan 2011 21:50:56 -0600
Mike=2C
On E-Bay you can purchase production built transponder antenna=92s for anyw
here from $15 to $20 in AS page 548=2C pt.no. 11-17995=2C 2009 cat. they a
re $18.95=85.two ups shipments of pcs parts will be at least $12.00 to $18
.00 alone. ????? Take care build where it counts.
Jim Wickert
Vision #159 =93Vision Some Will Have IT Some Will Not=94.
Tel 920-467-0219
Cell 920-912-1014
From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectr
ic-list-server(at)matronics.com] On Behalf Of Mike Welch
Sent: Thursday=2C January 20=2C 2011 8:47 PM
Subject: AeroElectric-List: DIY transponder antenna
List members=2C
Would someone be kind enough to share a link or reference
for a guy to make his own transponder antenna? Preferably=2C a
site that lists the necessary materials=2C has some pictures=2C etc.
I'm real close to the point where I need to think about installing the
antenna for the transponder.
Thanks=2C
Mike Welch http://www.matronics.com/Navigator?AeroElectric-Listhttp://foru
ms.matronics.comhttp://www.matronics.com/contribution
________________________________________________________________________________
| Subject: | Re: DIY transponder antenna |
| From: | Etienne Phillips <etienne.phillips(at)gmail.com> |
Hi Mike
I built one out of a simple BNC panel mount connector (can't remember if it
was male or female), with a piece of coat-hanger wire soldered into the
crimping hole, all covered in red heatshrink with a ball of glue at the end
to prevent bleeding. It took less than 10 mins to make and cost about $5.
Here's an example BNC:
http://za.rs-online.com/web/search/searchBrowseAction.html?method=getProduct&R=6807361
I have an aluminium skin which acts as a nice ground-plane, and I've had no
issues whatsoever with the transponder in 2 years of operation, at an
airfield that makes you come back and land if your Mode C isn't working!
I also know of one person that just strips the coax and lets the protruding
inner core of the correct length dangle in the wind with the shield attached
to the skin with a lug and bolt. It also works for him, although it
terrifies me :-)
Hope that helps!
Etienne
On 21 January 2011 06:27, Mike Welch wrote:
> Hi Jim,
>
> I'm very familiar with the eBay ones, I just thought I could build my
> own for a couple of bucks, but since you suggested it, I might as well
> go ahead and get one of those off eBay. (I was seriously considering
> the eBay one, anyway)
>
> If no one else bids, I can buy it for $9.99. Add the $6 for the shipping
>
> and it comes in at $16 delivered. I have enough projects, I think I'll go
> the easy
> route on this one, and buy one ready-made.
>
> Thanks for the responses, guys.
>
> Mike Welch
>
________________________________________________________________________________
| From: | "JOHN TIPTON" <jmtipton(at)btopenworld.com> |
Generaly speaking: when are 'twisted pairs' required, and why ?
Best regards - John
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Robust transponder antennas |
I believe the antenna design in question is an approach to getting a
VERY broad range of frequency coverage (10-1) from a single
antenna. Note also that it was designed to operate from 30 to 30,000
MHz and the ATC transponder frequency is a single one at 1090 Mhz.
You certainly don't need the broad coverage and are almost certainly
better off with a single blade or stub designed for 1090 MHz than this.
The antennae on the B-52 needed to cover almost DC to light (400 khz
to 30 GHz) and this design was very workable.
All true. But keep in mind that the roots of
this thread went to robustness. All of the
antennas offered commercially for transponder/
DME service ran from cheap (single exposed
monopole) to rather expensive (aerodynamically
faired blade). All active portions of the antenna
are insulated from the airframe.
The feature of the scimitar antenna that attracted
us was the one-piece, all metal design grounded
to the airframe. Such antennas could be
crafted from two pieces of metal, a base and a
blade. Further, they could be rather thick, say
1/8 to 1/4 inches. Such a construction would be
MUCH more robust than any commercial offerings.
If such an antenna were attached to good structure
in the airplane, it might well double as a tie
down ring.
As I noted before, the patent given to this design
was curious. It was applied for years after some
of these antennas were already in production.
The patent was assigned to government in the
first paragraph. Finally, the patent was
long on geometry (you can make one "this" way,
or make one "that" way) and long on radiation
patterns. But not one word as to the reason
why one would make one this way, that way, or
dimension it for optimum performance at any
frequency.
Methinks this patent was issued as an afterthought
during the cold war when unwashed citizens
began to observe such antennas on military
aircraft. The patent was more a deterrent
to commercial development than to protect
new art. This leaves the modern day DIY
developer with the task of re-discovering
the simple-ideas behind the design. Not
difficult and even fun if you have the
test equipment.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Twisted pairs |
At 04:43 AM 1/21/2011, you wrote:
>Generaly speaking: when are 'twisted pairs' required, and why ?
Pairing two conductors effects very tight
coupling of the magnetic fields around current
carrying conductors. When one conductor is the
return path for current flow in the other
conductor, the two resulting fields are equal,
opposite and in intimate proximity to each
other thus canceling each other out. The
conductors can be simply parallel to each other
(hard to maintain in a wire bundle) or twisted
such that they cannot get separated.
The corollary accurately suggests that the
same pair of wires are just as vulnerable to
externally impressed magnetic fields. Suppose you
have an itty-bitty signal you want to carry
from one place to another. Suppose further
that the wires carrying that signal are to
be bundled with lots of other wires carrying
who knows what . . . and worse yet, SINGLE
wires with @#$@-ugly currents flowing in
them.
They physics of magnetic coupling for pairing
outbound and return paths for currents
COMBINED with the physics of electro-static
coupling (easily broken by shielding) makes
the shielded-twisted pair a very robust
guard against signal contamination.
But as I mentioned earlier this week, fast
rise antagonists are rare in airplanes and
electro-static coupling is weak. Hence,
shielding is not nearly the guardian of
signal purity as is pairing (or twisting)
of the two conductors. I suggested that
the simple twisting of potentially vulnerable
or antagonistic current paths was about 99%
of everything a system integrator could
ask for in terms of interference control.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Twisted pairs |
At 10:24 AM 1/21/2011, you wrote:
>My 1949 A35 Bonanza has twisted pairs to the mag compass light. It
>is mounted on the windshield. Came out the factory door June 1948.
>Noted when replacing the windshield 47 years ago. BBB
Great observation! The compass is tasked with
aligning itself to Momma Earth's very weak
magnetic field. It doesn't take much interference
to generate significant error in the compass reading.
This is why each compass installation is individually
calibrated (swung). Further, the calibration is
accomplished with certain conditions noted and
placarded (like radios ON).
A single illumination conductor up to the compass has
significant potential for adding magnetic interference
to the compass reading when illumination is on. Further,
the magnitude of that error would run up and down
with panel light dimmer settings. I've suggested that
the builder could also used a shielded wire where
the inner conductor is power up and shield was power
down from the light. The vast majority of such installations
do use a twisted pair to accomplish the same
result.
Bob . . .
________________________________________________________________________________
| From: | Paul Kuntz <paul.r.kuntz(at)gmail.com> |
I have a supply of gold-plated D-sub pins and a ratchet crimper -- both pins
and crimper were purchased from B&C. I will be using 20 ga and 22 ga wiring
in my aircraft, but note that there is no adjustment on the crimper for
different wire gauges. I saw in an EAA informational video the use of a
D-sub crimper that had an adjustment to adapt it to different wire gauges.
Do I need one of these adjustable crimpers? If I use the one from B&C and
give each pin a pull test after crimping, is that good enough?
Thanks,
Paul Kuntz
________________________________________________________________________________
| From: | John Grosse <grosseair(at)comcast.net> |
Bob, I'm not quite sure I understand. Are you saying that aluminum is
unsuitable for some reason or just that copper or brass is better? I'm
not questioning your opinion. I'm just interested in the "why" one works
or doesn't work.
John
Robert L. Nuckolls, III wrote:
> At 09:15 AM 1/19/2011, you wrote:
>>
>>
>> A combination of threaded studs for the large wires and riveted fast
>> on connectors for the rest.
>
> Rivets are designed for use in shear, not in tension.
> Further, your fast-on lugs are no doubt going to be
> of a material dissimilar to the bus bar.
>
> Suggest you go to a hardware store or hobby shop
> and get a chunk of sheet brass or better yet copper.
> Roofing companies often have scraps of copper flashing
> around from which you can get a suitable piece. Also
> check around on Ebay.
>
> * http://tinyurl.com/5sa26kp*
>
> Here's a nice chunk of .062" sheet that you can
> shear up for what you need and offer lots of similar
> chunks to other builders.
>
> Use copper pop-rivets to fixture the fast-on
> lugs and then solder using electronic 63/37
> solder.
>
> There are ways to do the best we know how to
> do at minimal time and dollars but bolting up
> an array of terminals on a piece of aluminum is
> not the best we know how to do.
>
> Bob . . .
>
> *
>
>
> *
________________________________________________________________________________
| From: | Bob McCallum <robert.mccallum2(at)sympatico.ca> |
Different Bob here, but---
What Bob is saying is that first of all it's very difficult to keep aluminum
clean enough for a good "gas tight" connection as it oxidizes almost
instantly after it is cleaned and aluminium oxide is an excellent insulator.
Secondly the assembly method you are proposing using rivets is unsuitable
because a rivet is not designed to provide the tension in a joint which you
require to get the necessary "gas tight" joint. Rivets are designed to be
loaded in shear. Thirdly the dissimilar metals in your connections will
almost certainly result in galvanic corrosion within the joints when you
join the copper wires/lugs/bolts to the aluminium bars. Where and when
aluminium is used for current carrying purposes great pains are taken to
alleviate the above issues through the use of special compounds within the
joints, such as Burndy's penetrox. (see http://tinyurl.com/4gnx4q7) The
above factors are why the attempt to use aluminium wires for household
wiring in the 60's was such a failure and resulted in many homes burning
down. The difficulties in getting reliable joints are significant whereas
using copper or brass there are no such problems.
Bob McC
> -----Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-
> server(at)matronics.com] On Behalf Of John Grosse
> Sent: Friday, January 21, 2011 7:50 PM
> To: aeroelectric-list(at)matronics.com
> Subject: Re: AeroElectric-List: Buss Bar
>
>
> Bob, I'm not quite sure I understand. Are you saying that aluminum is
> unsuitable for some reason or just that copper or brass is better? I'm
> not questioning your opinion. I'm just interested in the "why" one works
> or doesn't work.
> John
>
> Robert L. Nuckolls, III wrote:
> > At 09:15 AM 1/19/2011, you wrote:
> >>
> >>
> >> A combination of threaded studs for the large wires and riveted fast
> >> on connectors for the rest.
> >
> > Rivets are designed for use in shear, not in tension.
> > Further, your fast-on lugs are no doubt going to be
> > of a material dissimilar to the bus bar.
> >
> > Suggest you go to a hardware store or hobby shop
> > and get a chunk of sheet brass or better yet copper.
> > Roofing companies often have scraps of copper flashing
> > around from which you can get a suitable piece. Also
> > check around on Ebay.
> >
> > * http://tinyurl.com/5sa26kp*
> >
> > Here's a nice chunk of .062" sheet that you can
> > shear up for what you need and offer lots of similar
> > chunks to other builders.
> >
> > Use copper pop-rivets to fixture the fast-on
> > lugs and then solder using electronic 63/37
> > solder.
> >
> > There are ways to do the best we know how to
> > do at minimal time and dollars but bolting up
> > an array of terminals on a piece of aluminum is
> > not the best we know how to do.
> >
> > Bob . . .
> >
> > *
> >
> >
> > *
>
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
> _-
> ====================================================
> ======
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: D-sub crimper |
At 01:57 PM 1/21/2011, you wrote:
>I have a supply of gold-plated D-sub pins and a ratchet crimper --
>both pins and crimper were purchased from B&C. I will be using 20
>ga and 22 ga wiring in my aircraft, but note that there is no
>adjustment on the crimper for different wire gauges. I saw in an
>EAA informational video the use of a D-sub crimper that had an
>adjustment to adapt it to different wire gauges. Do I need one of
>these adjustable crimpers? If I use the one from B&C and give each
>pin a pull test after crimping, is that good enough?
The B&C crimper (mfg by Eclipse) has been
on the market now for 10 years that I know
of. It has performed well with 20 and 22AWG
wire in d-sub pins.
Bob . . .
________________________________________________________________________________
| Subject: | Re: D-sub crimper |
| From: | Paul Kuntz <paul.r.kuntz(at)gmail.com> |
Thanks for your always prompt and useful information, Bob.
Paul Kuntz
On Fri, Jan 21, 2011 at 7:30 PM, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com>
>
>
> At 01:57 PM 1/21/2011, you wrote:
>
>> I have a supply of gold-plated D-sub pins and a ratchet crimper -- both
>> pins and crimper were purchased from B&C. I will be using 20 ga and 22 ga
>> wiring in my aircraft, but note that there is no adjustment on the crimper
>> for different wire gauges. I saw in an EAA informational video the use of a
>> D-sub crimper that had an adjustment to adapt it to different wire gauges.
>> Do I need one of these adjustable crimpers? If I use the one from B&C and
>> give each pin a pull test after crimping, is that good enough?
>>
>
> The B&C crimper (mfg by Eclipse) has been
> on the market now for 10 years that I know
> of. It has performed well with 20 and 22AWG
> wire in d-sub pins.
>
>
> Bob . . .
>
>
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Belden 9222 triax cable |
Guys=2C
I have quite a bit of 50 ohm triax cable. It has the stranded core and h
as
double shielding. Is this an okay cable to use for a radio and transponder
antenna cable?
Also=2C does anyone have a drawing how the BNC connector is attached to
the cable?
Thnaks=2C Mike Welch
________________________________________________________________________________
| From: | John Grosse <grosseair(at)comcast.net> |
Thanks, Bob. I get it.
John
Bob McCallum wrote:
> --> AeroElectric-List message posted by: Bob McCallum
>
> Different Bob here, but---
>
> What Bob is saying is that first of all it's very difficult to keep aluminum
> clean enough for a good "gas tight" connection as it oxidizes almost
> instantly after it is cleaned and aluminium oxide is an excellent insulator.
> Secondly the assembly method you are proposing using rivets is unsuitable
> because a rivet is not designed to provide the tension in a joint which you
> require to get the necessary "gas tight" joint. Rivets are designed to be
> loaded in shear. Thirdly the dissimilar metals in your connections will
> almost certainly result in galvanic corrosion within the joints when you
> join the copper wires/lugs/bolts to the aluminium bars. Where and when
> aluminium is used for current carrying purposes great pains are taken to
> alleviate the above issues through the use of special compounds within the
> joints, such as Burndy's penetrox. (see http://tinyurl.com/4gnx4q7) The
> above factors are why the attempt to use aluminium wires for household
> wiring in the 60's was such a failure and resulted in many homes burning
> down. The difficulties in getting reliable joints are significant whereas
> using copper or brass there are no such problems.
>
> Bob McC
>
>
>
>>
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | tool multitasking |
OK, I'm cheap.
Is there any chance that the B&C RCT-2 crimper will crimp regular &/or
hi-density d-sub pins? If so, I can just buy the RCT-2 instead of both
it and the RCT-3.
Will the RCT-3 crimp the hi-density d-sub pins, or is one of the +$100
tools needed for those?
Thanks,
Charlie
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Belden 9222 triax cable |
At 09:38 AM 1/22/2011, you wrote:
>Guys,
>
> I have quite a bit of 50 ohm triax cable. It has the stranded core and has
>double shielding. Is this an okay cable to use for a radio and transponder
>antenna cable?
>
> Also, does anyone have a drawing how the BNC connector is attached to
>the cable?
The cable is fine. The problem is to insure
compatibility between cable and connector.
What's the part number and brand of the cable?
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: tool multitasking |
At 10:48 AM 1/22/2011, you wrote:
>OK, I'm cheap.
>
>Is there any chance that the B&C RCT-2 crimper will crimp regular
>&/or hi-density d-sub pins? If so, I can just buy the RCT-2 instead
>of both it and the RCT-3.
>
>Will the RCT-3 crimp the hi-density d-sub pins, or is one of the
>+$100 tools needed for those?
The RCT-2 is a hex-die tool for COAX connectors.
pins, the RCT-3 is a 'quad anvil' crimp tool for
MACHINED pins. They're entirely different breeds
of cat. I'd be cautious about mixing-matching
pins/wires/tools without some careful study
of the end product. The smallest hex on a -2
MIGHT properly close on a d-sub pin but I've not
investigated it.
I have used the -3 tool on hi-density pins and
it seemed to produce a good grip. I thought
I had cross sectioned the joint under the
microscope . . . but I don't find any notes or
photos on the experiment. Therefore, I can't
offer advice based on any solid information.
RCT-1 (PIDG style terminals)
http://www.bandc.biz/pidgstylecrimptool.aspx
RCT-2 (Coax Connectors - Hex dies)
http://www.bandc.biz/bnccoaxconnectorcrimptool.aspx
RCT-3 (Quad-Crimp for machined pins)
http://www.bandc.biz/d-submachinedpincrimptool.aspx
RCT-4 (Butt-cheeks crimp for open barrel formed sheet metal pins)
http://www.bandc.biz/openbarrelcrimptoolratcheting.aspx
which is an upgraded version of BCT-1 tool I used to offer
for open barrel crimps
http://www.aeroelectric.com/articles/matenlok/matenlok.html
This doesn't mean there are not other recipes
for success using these tools for other-than-offered
purposes. Just proceed with caution.
Bob . . .
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Re: tool multitasking |
Charlie, the RCT-2 type tool I found appears to be for BNC connectors
rather than D sub pins. I have one of the RTC-3 type closed barrel
crimper and it works fine for Machined crimp pins/sockets - but, never
tried it for the fold type crimp pins - or high density pins. SteinAir
has the same tool a bit cheaper - there they state not for use with High
Density D sub pins.
See link http://www.steinair.com/tools.htm their equivalent tool is the
SAT-004 for $31.00. The also have the crimper needed for the High
Density pins - $$$$$$$$$$$$
Ed
From: Charlie England
Sent: Saturday, January 22, 2011 10:48 AM
Subject: AeroElectric-List: tool multitasking
OK, I'm cheap.
Is there any chance that the B&C RCT-2 crimper will crimp regular &/or
hi-density d-sub pins? If so, I can just buy the RCT-2 instead of both
it and the RCT-3.
Will the RCT-3 crimp the hi-density d-sub pins, or is one of the +$100
tools needed for those?
Thanks,
Charlie
________________________________________________________________________________
| From: | Tim Andres <tim2542(at)sbcglobal.net> |
| Subject: | Re: tool multitasking |
I'm cheap also, but I saved several thousand dollars over having this panel
=0Abuilt-for me. One of the-panel builders qouted me $8K to build the
panel and =0Awire it with power only. That did not include the avionics int
erconnects. So I =0Abought the Daniels crimpers with the proper positioners
for about $200, and =0Aspent about 3 weeks doing it myself including havin
g the panel CNC cut.=0AI believe to crimp the HD pins you need the Daniels
crimper (or equivalent) =0ATim Andres=0A=0A=0A=0A__________________________
______=0AFrom: Charlie England <ceengland(at)bellsouth.net>=0ATo: aeroelectric
list =0ASent: Sat, January 22, 2011 7:48:
59 AM=0ASubject: AeroElectric-List: tool multitasking=0A=0AOK, I'm cheap.
=0A=0AIs there any chance that the B&C RCT-2 crimper will crimp regular &/o
r =0Ahi-density d-sub pins? If so, I can just buy the RCT-2 instead of both
it and =0Athe RCT-3.=0A=0AWill the RCT-3 crimp the hi-density d-sub pins,
or is one of the +$100 tools =0Aneeded for those?=0A=0AThanks,=0A=0ACharlie
======================== _
== =0A
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Belden 9222 triax cable |
> > I have quite a bit of 50 ohm triax cable. It has the stranded core and
has
> >double shielding. Is this an okay cable to use for a radio and transpond
er
> >antenna cable?
> >
> > Also=2C does anyone have a drawing how the BNC connector is attached to
> >the cable?
>
> The cable is fine. The problem is to insure
> compatibility between cable and connector.
> What's the part number and brand of the cable?
>
>
> Bob . . .
Hi Bob=2C
I should have included the cable information in the email itself=2C rathe
r than just
the subject line. The triax is Belden 9222 004 RG 58 A/U type 50 ohm tri
axial
3075 cable.
Here's my confusion=3B this triax is what Glasair Corp supplied to me as
their
comm antenna cable. At one end=2C the Glasair folks had already soldered
a
set of 1/2" wide copper tapes....to be glassed vertically in the vertical s
tabilizer.
Okay=2C I did that! But=2C after the tail is sandwiched together (and no l
onger accessible)=2C
I THEN find out it is triax!!! Glasair also supplied the 'run of the mill
' "Amphenol
31-2-RFX" BNC connector. But this is a COAX connector!!
Glasair says the antenna installation instructions come with the antenna
kit=2C but
I sure can't find them in my paperwork anywhere!
Does anyone have the Glasair comm radio antenna kit instructions (that th
ey can
email me)?? My dilemma is I have the parts=2C but no instructions.
Additionally=2C the silly TRIAX BNC connector is over $25 each!! I think
I'd rather stay
with the regular coax types=2C and use their design.....if I had it.
Thanks=2C Mike Welch
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Re: tool multitasking |
On 1/22/2011 9:21 AM, Robert L. Nuckolls, III wrote:
> At 10:48 AM 1/22/2011, you wrote:
>> OK, I'm cheap.
>>
>> Is there any chance that the B&C RCT-2 crimper will crimp regular
>> &/or hi-density d-sub pins? If so, I can just buy the RCT-2 instead
>> of both it and the RCT-3.
>>
>> Will the RCT-3 crimp the hi-density d-sub pins, or is one of the
>> +$100 tools needed for those?
>
> The RCT-2 is a hex-die tool for COAX connectors.
> pins, the RCT-3 is a 'quad anvil' crimp tool for
> MACHINED pins. They're entirely different breeds
> of cat. I'd be cautious about mixing-matching
> pins/wires/tools without some careful study
> of the end product. The smallest hex on a -2
> MIGHT properly close on a d-sub pin but I've not
> investigated it.
>
> I have used the -3 tool on hi-density pins and
> it seemed to produce a good grip. I thought
> I had cross sectioned the joint under the
> microscope . . . but I don't find any notes or
> photos on the experiment. Therefore, I can't
> offer advice based on any solid information.
>
>
> RCT-1 (PIDG style terminals)
>
> http://www.bandc.biz/pidgstylecrimptool.aspx
>
> RCT-2 (Coax Connectors - Hex dies)
>
> http://www.bandc.biz/bnccoaxconnectorcrimptool.aspx
>
> RCT-3 (Quad-Crimp for machined pins)
>
> http://www.bandc.biz/d-submachinedpincrimptool.aspx
>
> RCT-4 (Butt-cheeks crimp for open barrel formed sheet metal pins)
>
> http://www.bandc.biz/openbarrelcrimptoolratcheting.aspx
>
> which is an upgraded version of BCT-1 tool I used to offer
> for open barrel crimps
>
> http://www.aeroelectric.com/articles/matenlok/matenlok.html
>
> This doesn't mean there are not other recipes
> for success using these tools for other-than-offered
> purposes. Just proceed with caution.
>
> Bob . . .
>
I was hoping that the die for the coax center pin would do double duty
for d-sub pins. Oh, well...if the -3 tool will do both std & hi-density
d-subs, that does help somewhat.
And there's always solder.... :-)
Thanks,
Charlie
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Belden 9222 triax cable |
>
> I should have included the cable information in the email itself,
> rather than just
>the subject line. The triax is Belden 9222 004 RG 58 A/U type 50
>ohm triaxial
> 3075 cable.
My bad. Missed it completely.
>
> Here's my confusion; this triax is what Glasair Corp supplied to
> me as their
>comm antenna cable.
I am confused too. First, RG-58 series coaxial cables are
a legacy product dating back to WWII or perhaps earlier.
It was for a single shield coax with polyethylene inner
insulation and PVC outer insulation. Best we knew how to
do in 1940 and manufactured by the mile since that time.
RG58 as a supported specification (meaning updated periodically
and recommended for new design) fell off the wagon many years
ago. We learned how to do a lot better since then and the
spec was canceled years ago.
Since that time, folks who should know better have been offering
"RG-58 Type" coax cables. At first, they were clones of the
WWII vintage product. But after a time, many of the cables being
offered as replacements for RG-58 began to morph. Here's your
9222 data:
Emacs!
Here's the original RG-58 data
Emacs!
Hmmm . . . Still has a 20AWG center conductor. The center pin
will go on fine.
Still has a core on the order of .116" so it will probably go down into the
connector. This means that both shields will easily slip over the
shield grip
barrel. Here's the problem. With an OD of .240 versus .193, the shield grip
ferrule will not fit over the outer jacket of the coax. You might
try installing
a standard RG-58 BNC male. Put a piece of 1/4" heatshrink over the coax.
See if you can strip the outer jacket and peel pack outer shield to remove
the intra-shield insulation. Then see if you can work the shielding over
the connector shield-grip with the ferrule in place. If you can, go ahead
and crimp it. Then cover the slightly non-standard crimp with the
heatshrink.
I'm mystified as to why anyone would supply this sort of coax . .
. except that
obviously, more shielding has to be better than less shielding. The "RG-58"
notation probably misled them into believing that they were
form/fit/function
interchangeable. Not so for obvious reasons.
> Additionally, the silly TRIAX BNC connector is over $25 each!! I
> think I'd rather stay
>with the regular coax types, and use their design.....if I had it.
If it's a TRUE triax connector, it will maintain
separation of the two shields through the connector
and wouldn't even fit the back of your radio. It also
occurs to me that an RG-59 BNC connector will be
configured for slightly large diameters and could
be the elegant answer . . . but those go on with different
dies. I've not installed one of those since my video
days!
My best recommendation is to 'jeep' the RG-58 connector
on by treating the two shields as one shield.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Here's a chance to own the best . . . |
While looking for other things on eBay I ran across this
listing
http://tinyurl.com/4d8nu7r
It's for the Tyco-Amp 59170 t-head, red/blue crimp
tool. All of my tools are 59250 but when you check
the data sheet . . .
http://aeroelectric.com/Mfgr_Data/Tools/Tyco-AMP/59250.pdf
it appears that everything the 59250 does, the 59170 does
also. In fact, it wasn't clear to me what, if any, differences
there were between the two model numbers. These tools now retail
new for over $1000. Check out the data sheet for yourself but
if you've a hankering to own the best, this is one to consider.
Bob . . .
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | Belden 9222 triax cable |
>My best recommendation is to 'jeep' the RG-58 connector
>on by treating the two shields as one shield.
>Bob . . .
Hi Bob=2C your suggestion is EXACTLY what they had in mind!!!!
I failed to mention in my previous reply that the heatshrink was=2C in fa
ct=2C
also included in the GlaStar antenna kit=2C although exactly how to install
the whole
arrangement was still a mistery. So=2C I did some experimenting.......
Eventually=2C I kind of figured out what the whole picture was=2C so I tr
ied the 'jeep'
method earlier today. Actually works out quite nicely=2C too.
What I did was=3B remove the outer yellow jacket and the outer shielding
about 1 1/4". Next=2C I put on the 2 1/2" piece of heatshrink and shrunk i
t up nice
and tight. (heatshrink was yellow=2C so everything so far looks like it was
planned).
At this point=2C the 'necked down' part that's about 1 1/4" long=2C is en
capsulated in
heatshrink is virtually perfect for the 'run of the mill' BNC connector's I
.D..
Once I had the outer layers of jacket and shield removed=2C and replaced
them with the
heatshrink=2C it was just a matter of installing a typical BNC connector.
Seems
to look really nice=2C and a quick continuity test showed no stray wires wh
ere they
shouldn't have been!!
Thanks for your help=2C Bob!!
Mike Welch
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January 12, 2011 - January 22, 2011
AeroElectric-Archive.digest.vol-ka